The other threads have been closed due to lack of information, but perhaps this is the critical point in getting the 737 Max back in service.
There still is no clarity as to what exactly contributed to the incorrect value of AoA. There has been speculation about vane hardware, broken vane, signal conversion, and digital glitches, but none have been shown to be consistent with interpretations of the FDR across both accidents - even if they need to be.
If the problem is with the vane, then how might this effect other aircraft - in service inspections; conversely without problems, the vane manufacturer could publicly declare that it is not a contributing factor (but in either way they might be respecting the confidentiality of the investigation).
How many vane units have been found, in what condition.
The difficulty with electrics or software is that they rarely leave ‘witness marks’. If electrical shorting due to damaged cables, then no fleet-wide inspections so far. Why left side only.
Would software issues be just chance, random; at face value an unbelievable coincidence. (Yet I still buy my lottery ticket).
How can the regulators accept that a modified system provides sufficient defence against a further event if the ‘root’ of the problem is not know / not repeatable. Perhaps the regulatory process will also revert to probability.
If the two investigations are suffering similar difficulties, then the return to service date might depend on publication of the investigation findings.
But what if the findings are inconclusive, or differ. (Worth the price of a lottery ticket)