I was doing just that and your post popped up!
New|Flyer -The fact that you have gone to the trouble to make the post and the way you have responded shows me that you have a very good attitude to aircraft management and that's more important than the flying motor skills, which are relatively easy to learn. You cant really teach attitude, you can only modify it! If you are a careful methodical person your management of the aircraft will usually be different from someone who isn't careful and methodical.
“Lookout” is a rather outdated phrase describing a haphazard glance left right and is a relic from Tiger Moth days which may be OK for crossing the road but isn't best practice in an aircraft in 2018. The phrase Lookout Work Cycle tends to be more descriptive of the task and emphasises its priority of ensuring you are not getting too close to other aircraft.
There are many ways of using a work cycle, you will find more within this invaluable information
THE VISUAL SCAN http://publicapps.caa.co.uk/docs/33/CAA ... _PRINT.pdf
If you go onto U tube and have a look at videos of GA pilots flying, watch their head movements, especially before turning and in a turn. Watch how they concentrate on into circuit lookout., Bristol, Cosford and High Wycombe are some of the Vids we use on our instructor courses to show studes how poor both instructor and student lookout can be. In the Cosford example the pilot flys a complete left hand circuit and doesnt lookout once to the right!
Studying accident reports of circuit collisions can help to reinforce TEM and can teach you were the threats are most likely to occur, we use accidents at Luton, Coventry, Leicester, Hamble(2) & Moreton in the Marsh Disused as examples of collision threats. Go to the AIIB gov.uk site, you can also get an email sub. here to receive accident report updates. To be blunt though you should expect a collision threat anywhere in the circuit. Understanding blind spots and how to clear them is very important too and is discussed in detail in the Coventry report.
Using correct CAP 413 in the circuit helps to minimise misunderstanding and prevents frequency clog. As an example you often here pilots reading back "report on final", not only is this not needed but if the "report" is clipped from the transmission they have just told everyone they are on final when in fact they are downwind and I know of at least one air prox that occurred through this.
Sterile Cockpit procedure is important in the circuit too so that all calls can he heard. If you look at the High Wycome vids, one instructor spends the whole circuit detail discussing the students forthcoming PPL exam. A good instructor doesnt need to be constantly chatting in the circuit and certainly not on take off and landing but unfortunately many instructors think that the most critical part of the circuit is the place to teach landings! There is a good reason whey we have two ears and one mouth and there is no better place to find that out than in the circuit. You can only successfully listen out if you are giving max attention to the RT without someone bellowing down you ear. Just missing one call could result in getting uncomfortably close to another aircraft!