Since discussion isn't blossoming yet, here's some compost...

Once within a thousand feet of the ground, I'm generally doing two
things: dumping water and increasing speed. My thermal search
continues, but will typically be limited to an easy pattern entry for
my first choice in available fields. As I work bits of lift, the water
gets turned off and back on based on my sense of whether I can make a
save. But my airspeed stays elevated (pattern speed rather than
thermalling speed). While working on the save, I am also paying
particularly close attention to my primary and secondary fields.

I've never applied a close-in, higher speed approach for the sake of a
closer look at a field. A typical search for lift will give me a very
good look at the field from different angles for at least several
minutes. I base my understanding of obstructions on what I can see and
what I "know" about obstructions. Poles mean wires. I never assume
that just because I can see a second pole that wires don't go in some
other direction as well. Changes in crop color, even slight, are a
sign of potential obstructions. I always assume that there is a wire
between any structure and any road. I assume that every road has a
wire running along it.

I've found over the years that my critical decision point to stop
searching for lift is between 400 and 200 feet agl, depending on
conditions. This is not when I enter the pattern, but when I put the
gear down and focus ENTIRELY on landing safely. Typically, I'll be at
least half way through a modified downwind (still looking for lift).
This means that I am viewing the field from less than 400 feet above
and 400 feet displaced from my intended centerline.

I think base leg is the most critical part of the landing pattern.
I've had several minutes to look at the field. I have decided on its
suitablity. Base leg gives me a parallax view. This is when I can most
accurately judge slope(s) and irregularities. Once I've turned base,
only under the most extraordinary circumstances would I consider
another field. Instead, I measure the problems revealed during base
leg and adjust to suit. Here's my logic for this: we've proved time
and again at local aiports that a poor pattern into a good field can
produce the very worst of results. The success of a landing is based
more, I believe, on the quality of your pattern than the quality of
the field. Of course, there's a standard to be applied. A perfect
approach into a rock scramble will yield less than happy results. But
in general, I'd rather make a good pattern into a challenging (but
landable) field than a poor pattern into an ideal field.
Unfortunately, in the search for lift (and for some, under the
psychological duress of laning out), it's the pattern that usually
suffers.

If there are problems, the closer you are to a standard pattern, the
better you'll be able to address them. If you are doing something
unusual (lower and faster than usual), you've added another variable
to deal with.

Here's a simple formula to consider:

No lower than 1000 feet agl: dump water, increase speed, start
assessing the particulars of your two best choice fields. Keep
searching for lift (the best way to guarantee an uneventful landing is
to get home!).

700 feet agl: select the best of available options and start moving
into your pattern. Continue your search for lift within the limits of
the landing pattern until you reach your own personal minimum altitude
based on conditions, skill, confidence, etc., and your ability to
execute a proper base leg.

Commit to a landing before you turn base. At this point, you will not,
under any circumstances, work lift. You recognize that to do so
unsuccessfully could lead to an accident. (When my wheel goes down,
the soaring portion of my flight is complete.)

Throughout the base leg, take advantage of the parallax view to verify
your earlier assessment of the field. Pay attention to the edges of
the field as well. Add new variables as they appear and deal with
them. Make adjustments as needed on final to avoid observed or
suspected obstructions.

Once you have cleared all known obstructions, land! Don't extend your
glide down the field to get closer to a road, house, or gate. The
longer you spend at wire altitudes, the more likely it is that you'll
find one.

Land with minimum enegery. If you've failed to observe a ground
obstruction, you'll want to hit it at the lowest possible speed. Apply
your brakes immediately on touchdown.

Always assess the field after you've landed. What didn't you see? What
did you see that wasn't really a problem? This review will serve your
assessment of the next field you find yourself falling into.