That would be about right. It isn’t hard to overshoot 17R when the wind is howling. Speed control is also a significant issue on 17R to be able to turn without crossing into 17L traffic. Seeing metro is would be also hard, so unless the Cirrus called that they saw it, the tower controller should have asked them to continue downwind until the traffic was seen or had passed.
We get a lot of ATC trainees at the airport. Some of them are terrible AA hires.
According to the ATC traffic, the winds were light. In looking at the approach plate, I’m surprised there haven’t been more mid-airs at this airport. It looks like 17L is a 10,000 foot runway that is used for commercial traffic and 17R is about 7500’ runway that is staggered forward of 17L’s threshold and in close proximity to 17L. It also appears it is used primarily by GA aircraft. Both flights were VFR approach and I can imagine the Cirrus driver was more concerned about the GA aircraft in front of him rather than the Metro on a long final.
If you look at the radar overlay, the accident was almost inevitable. Both aircraft, because of speed, were closing on the same point at the same time. You’re right, the controller should have extended the Cirus’ downwind leg before allowing him to turn base. It looks like the accident occurred as the Cirrus was turning from base to final.
You also answered another question I was thinking as it sounded like the controller didn’t have the crisp,staccato delivery of others I have heard. I was wondering if this was a training facility.
In spite of everything, it was good the Metro was a freighter with only a single pilot and the Cirrus had a ballistic parachute system. Otherwise, there would be 3 families grieving over what looks like a preventable mid-air.