councilman24

Answers 2 and 3 confuse one time landing zone different than take off adjustments and semi permanent activation altitude above ground adjustments. In part because the two major AAD's do LZ change and activation altitude change DIFFERENTLY. Some statements are true for Vigil but not Cypres. Cypres will not return to standard activation altitude IF YOU have set the semi permanent increase. Different from the LZ, takeoff offset.
For several years the Risk Management committee and others in PIA lobbied for a higher activation altitude than 'standard'.
For several years before the user could change the activation altitude for a Cypres the factory would increase it for you. Some cypres' in the field have a permanent, non-user adjustable, higher activation altitude than standard.
Mars does not allow an adjustment other than the LZ, takeoff offset.
Bottom line, don't rely on this article to understand YOUR AAD. Read YOUR manual, and the right one for your version.

One additional toggle lock occurred to a jumper at my dz. This jumper bought after market toggles at a boogie, source unknown. He does not pull his slider down and his risers were not equipped with toggle nose hoods. The toggles were made with excess space between the grommet and the zig zag stitch on the nose. This left a very soft and flexible area above the grommet. The toggle was set 'deep', the jumper not recognizing the risk. The sterring line sucked this soft area through the keeper ring and prevented release. A tree landing and severe laceration resulted.
I used to make custom colored toggles and it added a small customization to rigs. OEM equipment is best but if you go for after market components make sure they are compatible, be it risers, toggles, PC's, dbags, sliders, etc.

What you missed in talking about the good of the many versus the good of the few is that the first group should NOT be getting out with an opening point of the 'perfect' wind drift indicator spot. The cone of control now often extends down wind of the spot. The first group should be getting out early and be willing to hold more than the middle group and allow the last group to make the dz. I know this is difficult for a couple of reasons. One that first big group believes they are entitled to the perfect spot. And the start of exit might change with every load. May not be practical with multiple airplanes flying but SHOULD be otherwise. You seem to imply that the last group(s) landing off is acceptable. Putting anybody off is dangerous and should be avoided with a second pass. Again not desirable to DZO's but neither should be landing off. Putting tandems of the airport is just as bad as putting 'students' off the airport. They are both students. Yes, one may have a better chance with an experienced pilot but tandem passengers (students) deserve an on DZ landing as much as the skygods.
Even out of a 182 I often get out much before the perfect spot to give the less experienced jumpers or tandem a better spot. Of course I'm determining exit point, not satellites and a green light.