I have an instructor rating, and in teaching GA I've seen this hundreds of times also from experienced pilots. It's all easy in theory until in practice there is some sun in your eyes, the nose is pointing away from the runway due to wind and something inside needs attention (even more likely in a Cirrus, lots of tools = lots of distractions). Takes all of 10 seconds to be completely through the centerline and if reallt unlucky into the path of another aircraft.

Can't really blame this on the Cirrus pilot alone. They probably made the mistake here, but they were not set up for succes (no navigation available as backup) and ATC had zero safety net (both at the same altitude). So my prediction is that the final report will include recommended changes and not just "pilot error shouldn't fly through final, any student pilot could do that"

If the sight picture is the usual one for the pilot, sure. I think if you throw a 20-hour pilot at an unfamiliar airport with a different pattern configuration than they're used to (right or left, direct to base, etc), your chances of overshooting can go up a lot. Throw in tight parallels and it's not great.

I train at an airport with parallels with a tight-enough runway separation gap to necessitate a 15-degree offset in both T/O & L on the GA runway. > 100-hour me overshot into the adjacent approach when being cleared direct to base for the "commercial runway" which I've probably only been given once before. Shameful, yes, and a learning experience, but I never overshoot on the adjacent (we also have different TPAs for the parallels, probably for this reason though).

My gut feeling is that a deconfliction policy will appear on the charts and in the airport's procedures. Just because something can be done correctly, if the momentary-cockup-consequence is potentially the death of a large number of people, it's a good idea to make sure that there's some sort of defence in depth.