Sure, look at the prog page, look at the DME, look at the projected track miles, but more importantly, it all comes down to situational awareness, situational awareness and situational awareness. The rest is just adding 1+1+1 and some wind effect.
-if you are coming down on downwind and there is traffic on long final, then it’s not that hard to guess when you will get turned in as number two
-if you are coming down on downwind and there are four aircraft ahead of you on final, then better look up the minimal V/S in the AIP
-if you are numero uno, then your best guess is that you will be turned in not long after passing abeam the G/S intercept, or better yet, you’ll be offered a short approach. 1+1+1=…
With a bit of experience you will quickly get the hang of it. And if you get it wrong, well, there’s always the gear.