In all other situations a square pattern (or a modified square pattern) is far safer. Flying a button hook pattern puts the runway out of sight to the pilot, so it is hard to judge how far you have flown, making it much more likely that an overshoot or undershoot landing will occur.
What??? I always fly a descending 180 to short final and I /_never_/
lose sight of the runway. What are you doing that puts you in that
position? It's trivial to keep the landing point in view over your
shoulder until you begin the turn, unless you're flying way too far out
before beginning your final.

An important aspect of the square pattern, in addition to the visibility part, is to assess the winds aloft by the amount of crab required.
It's easy to assess winds on downwind and continuously through the final
turn without losing sight of the touchdown point. Drift is recognized
with peripheral vision and quick glances down at the ground. Final and
opposite patterns are monitored from downwind throughout the final
turn. Angle of descent is easily controlled by keeping the angle to the
touchdown point constant.

I have been flying lately in conditions of high cross winds (10-20 kt) and even higher gusts (20-30 kt). Having a stabilized base leg is essential to judge this
As said above, it's easy to judge during the downwind and throughout the
turn.
(the AWOS is just to old to be relied upon).
Very true!
If I were to fly a button hook pattern I would have a ground speed of 110-130 kt, given the high density altitudes we are flying and an 80 kt IAS (100 kt TAS + 10-30 kt tail wind)!
Why would you have a higher ground speed in turning flight than in
straight flight?
This translates to up to 220 ft/sec (a 180 deg turn takes 10-20 sec and complicates the design point on when to start the turn). If you hit unexpected sinking air during this turn you could be in a real pickle!
No, you're close enough that reducing dive brake will compensate for any
sink. If you're in a location with known high sink on final, e.g.,
Salida, CO, you should make your turn at the proper height and distance
from the runway.
You may not experience these conditions where you fly, but a lot of accidents occur when flatlanders venture into high density altitude airports.

I also like to have A LOT of altitude when entering the pattern (2,000 ft).
There goes flying where other pilots expect to see you!
It is easy to burn off that altitude in modern gliders and it gives me options if something unexpected happens (like a plane pulling out onto the runway unannounced). Altitude lost is like runway behind you - it doesn't do you any good.

Tom
Fly what works for you and don't disparage techniques that are out of
your sphere of experience.
--
Dan, 5J