Airplane designers usually figure out what AOA their chosen wing is probably going to fly at most of the time. They then plan on attaching the wing to the fuselage so the fuse flies at it's least drag angle when the wing is at the estimated AOA.

When the wing is doing that chosen job, it creates downwash behind it. Depending on how far back the stab is, and how it's oriented up or down to the wing, it sees the downwash however that is.

Depending on the wing, the stab has more or less work holding that wing from pitching. A "lifting" wing with non-symmetrical airfoil will need more "stability" from the stab than a symmetrical wing. And the symmetrical wing will wind up being attached to it's fuselage at a different angle than a lifter would be. So to try and describe what angular difference to expect from all airplanes is a losing task unless you consider the wing's airfoil.

So the stab needs to be angled based on the downwash it sees, and the necessary force needed based on the wing type. And BTW, stabs differ also.