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Unable. Dividing by zero. Answer to posed question does not exist.

Very cool! Warriors make really good primary and IFR trainers.

On the ground, aviationweather.gov and ForeFlight's briefing capabilities. If I need anything more in depth like a SkewT, I use the links people already posted. In the air, I still call Flight Service if there's been a change in plans (happens sometimes).

Thanks for the references. I've never heard of flying with a non-CFI in actual as a means of gaining the required instrument experience to be considered current, but this makes sense after reading the regs and the intepretation letter. It's just not something I have seen routinely done in GA.

Agreed. The cloud height portion of the METAR is also where a discussion about ceilings can come up.

Reading a METAR is a pretty fundamental skill. They're not asking you to analyze the weather or develop one. That's a skill reserved to weather observers and meteorologists and is considerably more difficult. The AC called Aviation Weather Services has recently been updated and contains a lot...

This is the first I've heard of that. Will have to go back to the books and read up on it.

The only situation where this is legal (in terms of logging PIC time) is if the "safety pilot" is a CFII and is providing instruction. Otherwise there are no provisions for having a non-CFII safety pilot in IMC where both pilots are logging PIC time. The regulations on this matter are...

And they always take only 2 hours.

The point of ground reference maneuvers is to enable you to better handle the airplane in changing wind conditions, particularly those experienced in a traffic pattern. They have applicability in training and BFRs for those pilots who don't have or have lost an ability to properly account for...

I have worked with a lot of students in the OP's situation. A vast majority of the time, the issue with their training came down to the quality of instruction they had been receiving. By "quality of instruction," I don't mean just what's happening in the airplane. Part of what could be going on...

You, and everyone else at 8 hours. Don't worry too much about it.

Don't get too discouraged, and certainly don't take out your frustrations on your instructors :).

Check out FAA ATADS online. I don't have time to pull it up right now, but the numbers there come from the traffic counts recorded daily in the airports' control towers. The Airnav figure comes from spot observations and usually aren't all that accurate.

I got a "climb to 2,000 before turning crosswind for traffic" yesterday, then I couldn't remember whether I should continue on upwind leg, departure leg, or runway heading. /s

And yet the code is still RBD. Guess what we're still calling it? Haha

EFAS questions were eliminated in October 2016. Study material with those types of questions is likely obsolete. https://www.faa.gov/training_testing/testing/media/whats_new_general.pdf

E6Bs as "hard to understand concepts." Time, fuel, and distance. Density altitude. Fuel consumption. Oh, the horror!

I believe you click Advisories -> Air Reports and it's an option at the top of that page when logged in.

The towers are supposed to be submitting those to FSS on a workload-permitting basis. Unfortunately the FAA doesn't communicate to controllers how important it can be to put that information in the system whenever possible.