As a retired oldie this problem seems to have similarities with the BAC1-11 deep stall problem during certification. The 1-11 and Trident had the problem of the wing shielding the T tailplane and the aircraft going into a deep stall with no aerodynamic flow over the tailplane and elevator. This issue was resolved by having both a stick shaker and finally a stick push, both being controlled by AOA vanes that shook the daylights out of the control column followed by a definite push down. Recovery from the stick shake was the same as the 737 200, relax the back pressure and apply power for minimum height loss.
If my understanding is correct there is only one AOA vane on the Max why isn't there a dispatch requirement for 3 and another for redundancy making 4 vanes. At least the MCAS software would then be operating with correct information. The original 737-200 had one AOA vane and there was an incident of an aircraft rotating on take off straight into a stick shake that remained on at all indicated airspeeds.