It's so difficult, but the thing I try to do is ONLY look at the plane and ignore the surrounds. So when turning base with a wind, I'm aware of the fact that the bank angle should be the same as with no wind and the elevator and power are sinilarly the same.
I like to use full size practice of controlling rate of descent with power and airspeed with attitude (trim). So the trick for me is to keep the same attitude whatever the wind.

The mnemonic taught in the UK when I was learning to fly, (1970) was "PATSA":- Power, Attitude, Settle (speed), Trim, Adjust. ie, whenever you're manoeuvring, you set the power for that manoeuvre FIRST, then select the attitude, then let it settle down trimming as necessary then correcting once it's all calmed down.
I once had a student flying across the North Sea who pitched up an Arrow 160 without increasing power and before I could say "I have control", we were down at 80mph because the constant speeding prop had lost efficiency and we were heavy.

It seems to me a typical method that model flyers fly too fast downwind, then have to "chop the throttle" on base to decelerate AND descend. This means that they are performing tight turns (because they're fast) so they have lots of UP elevator and are close to the ground with no power. All BAD.
"Full-size" pilots know that the climb-out is where you control the circuit speed, never accelerating like a dingbat once level, and that there is a straight leg after levelling before turning crosswind. (Jet fighter pilots, please forgive this generalisation). This gives more space downwind for modellers to get the speed under control so that base and final can be flown with a good fistfull of rpm's. This also will control any tendency for engines to cut on final.

Glad to see that you're "back in the saddle".