The dreaded downwind turn argument is a long term argument that upsets a lot of people for exactly the same reason as your original argument.
Without hijacking your thread. Heavy drivers understand what to do if encountering microburst conditions on approach to land. Heavies have(edit) lots of inertia. As the shear hits IAS changes...why is it so? Flying into the rapidly increasing airflow IAS increases...but the argument for relative airmass says there should be no change. ASI increases and aircraft starts to overshoot...pilot reduces power and lowers nose to regain approach path and then flies into the downburst, powers up and trys to arrest the sudden undershoot...so now the aircraft is nose up and under power trying to regain approach path and then aircraft flies into the strong tailwind of the microburst nose high and under full power and low energy...plenty of people have died until authorities finally believed the met guys that their aircraft can be brought down by an airmass. Me no heavy driver but it took a looong time before the authorities learnt to teach their drivers to go full power, nose up fifteen degrees and go round. More learned heavy drivers can give better description what SOP is for microburst detection on approach. MICROBURST is an airmass with a severe rapidly changing wind vector in both speed and direction.
Inertia and airmass in the extremis!
FOr the lightie driver the downwind turn is an optical illusion....happy
Your bum will tell you funny things but trust your horizon,attitude and power.