I'm a little unclear what you are saying with the last two sentences.
WRT Safety
MS on coils has somewhere around a 1 degree negative camber spec in the rear (.9-1.2 or something close to that) so we know minus one is sufficient to pass stability control regulations. The key test is the emergency maneuver test at about 50 mph where the driver yanks the wheel back and forth with a pause or dwell between one of the "yanks". It is difficult for active stability control electronics to control the pendulum affect that is the car yawing into over steer. Manufacturers use negative camber so that the car rolls onto more contact patch with side loading thus catching the over steer.
IF I am correct that minus one degree of negative camber is sufficient for MS then the only reason the air car has more camber is because Tesla did not want two different upper links; one for coil and the other for air suspension cars. I do not think this is a matter of safety but more one of cost and complexity.
Lastly, and this really is my opinion out on a limb, but I would personally rather have a car with more over steer tendency in a once in a many miles driven emergency situation than I would a car that can wear the inside shoulder of the rear tires. I knew from the minute I brought my P85 home that I had to "fix" the rear camber. I also know on other cars that are not my daily driver and that carry a lot of negative camber that I need to watch the rears like a hawk. The average owner may not be aware of these issues and most certainly is not crawling around under the back of her/his car to scope out the inner shoulders on a regular basis. IMO, an MS with high negative rear camber is much more likely to have a blow out than fail in an emergency maneuver. Again, just my opinion.