I wrote up my technique last night and suffered an iPhone battery failure right before hitting send.
Long story short, my technique doesn't differ much from anyone else's posted. Slow up before entering the pattern, prop is almost out of the governing range anyway.
Carb heat's on anytime I'm below the green arc on MP in the O-470 world. Pattern altitude at 90-100 knots is right on the edge depending on weight and power required to hold that altitude and speed.
Slightly different points in the pattern as my mental trigger points than some... I like to be fully prepped for landing and go-around including prop full-forward by midfield downwind unless I'm heavy and call "prop to go" at the power reduction abeam the intended landing point.
'Round here on a hot day, you want that prop full forward before you shove the throttle up for a go-around if you have to do it, and noise be damned. Climb is likely to be lethargic if you're heavy.
Prop fiddling is over with before the descent out of pattern altitude. Same with gear. Landing configuration COMPLETE or in progress by midfield downwind. No later than abeam the landing point. After that, hand's on the throttle, carb heat is on, and it only comes off for flap changes. Spring loaded for the go-around.
(I'll have to build a routine for instrument approaches if I ever get that done. On straight-ins VFR, I treat those as "non-standard" and get the aircraft fully configured at the pre-landing checklist, a few miles out. Again, noise be damned, after the pre-landing checklist other than flaps and carb heat, no more reconfigurations until the go-around or the landing. Just my habits. Not pushing them on anyone else.)
The only thing I haven't seen mentioned, as many aircraft don't have it, is that my prop control is a vernier and with proper planning there's plenty of time to twist it forward and not "shove" the prop up ever. Take it easy on the gear. It pays off at maintenance time. Only takes a few seconds.
Additionally my technique differs on mixture because even takeoffs around here aren't done full-rich. They're done a couple of half twists of the vernier richer than peak RPM during 1700 RPM run-up down here in Denver, and a couple of 1/2 twists richer than max power leaned peak run-up in the mountains. The engine would foul a plug at every taxi out or in if we taxied around full-rich. For prep for landing, one memorizes where the typical take-off setting was by looking at how far it's out and it goes back to there for approach and landing. Full-forward it'll blubber and carry on like a congested geezer who needs some Mucinex at idle. It'll tell you that you're too rich if you listen. (Especially since carb heat will make it worse.) It'll stay running but it won't like it.
(It's also one of those differences I have to mentally prep myself for when going lower to airports below 3000'-4000' MSL.
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Out of towners you hear their engines blubbering and carrying on like sick babies while they taxi in. Once in a while you see a flatlander in a fuel injected bird with gas streaming out of the cowl onto the ramp trying to hot-start an engine, too. It'd be cheap entertainment if you weren't a nice guy and walk over waving both arms overhead to get their attention, doing the "cut" motion across your throat, and then walking up to the window to explain why their engine won't start. Non-fuel-injected folks sometimes get wild with the primer but it takes a lot more work to get puddles via that method.
A good hot day with some vapor lock going on can be hours of entertainment from the upstairs windows above the Denver Jet Center ramp at Perfect Landing restaurant. We usually start counting seconds that the starter has been engaged wondering if the pilots flying aircraft with the new "compact"/"lightweight" starters even remember these have a timed cranking limit that's driven by the temperatures they'll reach internally. 30 seconds max, usually. And then a fairly long prescribed cool-down period.
