In many years of aircraft carrier operations, where the airport moves as well as the air -- often at speeds well in excess of 30 knots -- I have NEVER heard of anyone running into difficulty in the downwind turn! The main reason is that over open water there are virtually no speed clues, so the turn is made ON INSTRUMENTS.
If it's windy, it's more likely to be gusty. If it's gusty, your stall margin is reduced when your airspeed is instantaneously reduced in a gust (or its let-up). If you don't compensate in a turn by increasing airspeed, that stall margin is reduced even more. If the stall margin goes to zero, so may your altitude.
After 30+ years of light to heavy (Areonca Champ and Schleicher kA-6 to AH-1W to 747-400), zero- to four-engine airplane and helo flying, nobody will convince me the 'downwind turn demon' is anything other than the pilot improperly substituting ground references for instrument references for airspeed and bank angle.