Outstanding issues on the Max must be addressed.

The indicator light is just one of several issues that Boeing is still trying to resolve. Another major sticking point is whether Boeing needs to separate wire bundles that could, in rare circumstances, cause a short circuit and possibly lead to a catastrophic failure.

Boeing is evaluating the issue and publicly says it will turn its analysis over to the F.A.A. and allow the regulator to make a decision. Privately, the company is making the case that the bundles do not need to be separated, according to two people familiar with the matter. Some F.A.A. officials and European regulators, however, made it clear to Boeing that it must have a persuasive argument for not separating the wires.

“Regarding wire bundles, we continue to perform the appropriate analysis, including lab testing, fleet data assessment and third-party reviews,” Boeing said in a statement on Thursday. “It would be premature to speculate as to whether this analysis will lead to any design changes.”

Boeing is also still working with Collins Aerospace, one of its major subcontractors, to fix lingering issues with updates to the computers that control MCAS, the software that contributed to both crashes. Changes to the software have introduced new complications, such as the issue with the indicator light. Another irregularity, related to the software that monitors the plane as it powers up, is also being worked through.

When Boeing is convinced that all these issues are resolved, it will hand the updated software over to the F.A.A., which will issue what is known as a type inspection authorization memo. Once that is issued, the F.A.A. can conduct its certification flights.