Retired F4
I was not unaware that the numbers were type specific. My point was simply that an AoA instrument for airline use would have to be more sophisticated than that on your F4 and that it might not give entirely reliable advice in a UAS situation. The Boeing explanation posted by PJ2 seems to bear this out.
With the non-normalized design, the position of the needle is a function only of sensed AOA. The red tick mark for stall warning may behave erratically in a pitot or static failure state, as may stick shaker, PLI, and speed tape amber and red bands. However, the AOA needle and digits will remain stable, and the indicator itself still will be useful as a backup for unreliable airspeed, provided the AOA vanes are undamaged.
I'm happy with that statement. And as I said I was not trying to argue against installation of AoA instruments, just to be clear on what they can or cannot give.