Airplanes - Twin Engine Cessna - Maintenance / Hanger

[Cirrus_Driver]

I don't have the time at present to go to a school and dedicate 3 weeks. I have time before I'll be fully in position to buy a plane and more importantly, use it.
I'll begin with the AMA medical certificate, and then contact the local airport about starting training. If I can only fly once or twice a week, that will prolong the process, but like I said, I have time.

 

[frnash]

I don't have the time at present to go to a school and dedicate 3 weeks. I have time before I'll be fully in position to buy a plane and more importantly, use it.
I'll begin with the AMA medical certificate, and then contact the local airport about starting training. If I can only fly once or twice a week, that will prolong the process, but like I said, I have time.

Perhaps even before setting an appointment with an AME, you might do well to do a trial run first, to alert you to any potential problems see, as noted earlier ("Forewarned is forearmed!"):

Airman Medical Certfication - AOPA (Members Only):
To avoid any potential problems with your airman medical application,
(click →) complete a trial run of the application before you visit your AME.

You may also want to check out …
(click →) AOPA's TurboMedical interactive form (Members Only), and a …
(click →) searchable database of medications (Members Only).

And here's some more reading from AOPA on …
(click →) "Airman medical certification". (including disqualifying conditions and medications, and "Special Issuance Medical Certificates".

FAA's attitude on disqualifying conditions and medications can be quite inscrutable, but obtaining a "Special Issuance Medical Certificate" is not hopeless; though it may include some limitations, such as a requirement of sending FAA more frequent recurring updates with specific medical examinations relating to certain conditions. The key is to carefully "have all your ducks in a row" in any and all dealings with that.

AOPA's medical experts have often been instrumental in working with members to ease them through the Federal Air Surgeon's "Special Issuance" quagmire, and keep 'em flying. A consultation might be well worth considering if you may have a medical issue. They definitely know both the medical issues and how to efficiently jump through the bureaucratic hoops with "all your ducks in a row"!

Yes Elf....you can answer NO to all those questions, but then if you list your current doctor, and they cross reference your answers with the medical records, then catch you falsifying information, this could have other consequences.
I'd figure the medical records are private information, but who knows what access the FAA has in situations like this.

Exactly. Trying to hide a potentially disqualifying condition from FAA is definitely a No-win plan!

Here's another useful read (or 2 … or twelve!):
From AOPA, "Airman Medical Certification - Understanding Airman Medical Standards".
Note in particular these sections:

• "Special Issuance Medical Certification".
• "Certification Tips"[SUP]1[/SUP].
• "SI Authorization Letter Interpretation".

---

[SUP]1[/SUP] A passing observation (good advice!):

"Choose an aviation medical examiner who will be your advocate. In many cases, the AME can call the FAA in Oklahoma City or the Regional Flight Surgeon for assistance that might result in an office issuance, or at worst, only a brief delay before your medical can be issued."

In that context, it can also be a great advantage if your chosen AME is also a pilot, (who will understand all this from your perspective). — "Stacking the deck with asbestos; — 'asbestos' possible"!

 

[frnash]

So there is the whole "sport" license that you can get. Not sure what the limitations on that license are but I'm sure FRNash can fill us in. …

It's probably premature, my hunch is that you won't have to go there, but just FYI, see:
(click →) AOPA's "Quick comparison of pilot certificates".

 

[elf]

It's probably premature, my hunch is that you won't have to go there, but just FYI, see:
(click →) AOPA's "Quick comparison of pilot certificates".

I knew we could count on you!

 

[frnash]

Here's a bit more, possibly somewhat premature, information, all from AOPA:

1. (click →) "How do I become a pilot?". (A fairly good discussion of the steps involved.)
2. (click →) "Find A Flight School". (Searching for "WI" found 55 in WI!)
3. (click →) "Flying Club Finder - Listed By State (WI)". (Found 40 in WI!)
4. (click →) "Flying Club Finder - (Map version)". This one is not as easy to use;
   the search by state feature doesn't work, and although the advanced option gives you some choices, you'll then have to zoom/scroll the map; there are no "listings". (I see little here of value.)
   (In any case, you won't find many north of Green Bay/I-94.)

Finding an FBO/Flight Instructor at a local field is a bit more of challenge; you might try …
(click →) AirNav.com, searching either by Airport ID or name, or browsing by state (FBOs are found at the bottom of the page, and all of them aren't necessarily even listed.)

 

[Cirrus_Driver]

The links on the AOPA site to find AME's by location did not work, but using the internet I managed to find 3 within close vicinity to my primary residence in southern Waukesha Cty.
I am going to start by going thru the process of getting the medical certificate, because I don't want to waste any time or $$'s if for some reason they deny a med clearance.
Now the next question Mr. Nash - how to selectively find an AME that is a pilot, sympathetic to the "cause", and can act as a potential advocate on my behalf?
Is it a matter of calling them up and asking the person answering the phone if the doctor is a pilot?
I can see where this would be helpful if there are any glitches, in my case with the identified kidney stone that wasn't surgically removed, never visibly passed, and dissolved on it's own.
I'm pretty amazed at how much paperwork and hassle is involved in getting a medical clearance for this. I can't stand doctor visits to begin with.
I can't wait to get this out of the way so I can actually begin the process of doing something interesting - starting the instruction process and getting in a plane.

 

[Tracker]

PM sent triple X

 

[HIGHLANDER]

oh super! trackers a dr now too! this should work out well

 

[frnash]

The links on the AOPA site to find AME's by location did not work, but using the internet I managed to find 3 within close vicinity to my primary residence in southern Waukesha Cty.I am going to start by going thru the process of getting the medical certificate, because I don't want to waste any time or $$'s if for some reason they deny a med clearance.Now the next question Mr. Nash - how to selectively find an AME that is a pilot, sympathetic to the "cause", and can act as a potential advocate on my behalf? Is it a matter of calling them up and asking the person answering the phone if the doctor is a pilot? I can see where this would be helpful if there are any glitches, in my case with the identified kidney stone that wasn't surgically removed, never visibly passed, and dissolved on it's own.I'm pretty amazed at how much paperwork and hassle is involved in getting a medical clearance for this. I can't stand doctor visits to begin with.I can't wait to get this out of the way so I can actually begin the process of doing something interesting - starting the instruction process and getting in a plane.

1. "The links on the AOPA site to find AME's by location did not work …" ?
Oh sheet! AOPA Says:

"The AOPA Aviation Medical Examiners database has been discontinued. To locate an AME near you, use the AME locator on the FAA website."

Well, so much for that plan. I can't seem to get that "AME locator on the FAA website" to work at all!

Bulletin: "This just in!":
As for FAA's MedXPress, the only browser that will work for the AME locator is Internet Explorer!

But using MSIE, it actually does work! I found the following for Waukesha County (all in FAA's Great Lakes Region):

Designee Name	Address	City	Postal Code	Phone	Certificate Type
BEAUMONT, ROBERT	237 WISCONSIN AVE	WAUKESHA	53186-4926	2625425557	First Class
BROWN, DOUGLAS L.	17160 W. NORTH AVE., SUITE 202	BROOKFIELD	53005	2627976770	Second/Third Class
GVORA, THOMAS J	W180 N8000 TOWN HALL RD	MENOMONEE FALLS	53051	2625323200	First Class
MARKUS, STANLEY	1185 CORPORATE CENTER DR, BUILDING 3, #200	OCONOMOWOC	53066	625671499	Second/Third Class

<tbody>
</tbody>

2. " … how to selectively find an AME that is a pilot, sympathetic to the "cause", and can act as a potential advocate on my behalf? Is it a matter of calling them up and asking the person answering the phone if the doctor is a pilot?"
Yes, apparently so.

3. Did you try AOPA's (click →) TurboMedical interactive form, to identify potential problems before you complete your FAA MedXpress application?

(AOPA Says: "TurboMedical[SUP]®[/SUP] can be used with most modern browsers. Chrome is recommended, but FireFox, Safari, and other browsers that support JavaScript standards are acceptable.")

"… the paper medical application form that you completed in the aviation medical examiner’s office at the time of your exam has been replaced by a mandatory online medical application called MedXPress. The online application is now the only method of submitting a medical application, and should be completed prior to scheduling a physical examination with your medical examiner. A word of caution, though—the only browser that will work for MedXPress is Internet Explorer!

"As a supplemental planning tool, AOPA’s TurboMedical® is an interactive online medical application planning system designed to help you identify any potential problems that might result from your MedXpress application. TurboMedical replicates MedXPress, but takes it one step further by providing you additional guidance on what documentation you will need for the FAA based upon your responses to the questions asked on the FAA application. Having the necessary records with you when you see the AME can often be the difference between an office issuance and a deferral that could result in weeks or months of waiting before the FAA issues your medical certificate.

"After you have completed TurboMedical, you can choose to save your responses for future reference so you will always know what you reported on your previous FAA MedXPress application. AOPA maintains your medical information utilizing the most up-to-date security procedures in the industry. You have full access to your information anytime, and can update the form with your current medical information so it will be available for reference when you complete the FAA MedXPress application.

"Once you submit the MedXPress application, you will have the option to print an exam summary of the form that you can retain for reference before your next FAA physical examination. The printed copy will include a confirmation number at the bottom of the page, and you will also receive an email with the confirmation number that you will take with you to the AME. This number is required at the time of the physical exam as the AME will use it to download your application from the FAA system to complete the examination and issue your medical certificate."

 

[frnash]

oh super! trackers a dr now too! this should work out well

A doctor? Maybe he's wunna dem "Veteran Aryans" (DVM), like those that yoosta visit my grandpa's dairy farm:

That would possibly 'splain how he's so fulla sh*t!

 

[Cirrus_Driver]

Thanks FNash - a wealth of information. Yes, I tried it with Explorer, noticed that caveat immediately. Tried it several times searching on location. Obviously I was doing something wrong.
Like I said, I found 3 people, including Beaumont, and now that I know he's a pilot, that will be my choice.
Very close to my primary residence, downtown Waukesha.
Yes, I read the interactive form showing potential problems, including medications. The only issue I have is the Kidney stone, and one med prescribed by a dentist.
I need clarification on whether I need a detailed note from my primary physician before I go to AME, but I'll probably request it anyway.
My guess a new patient to a doc like this will be a month or more for an appointment.

Let's just try to keep it civil. Trackers a good guy, with his own style. Keep it classy.

I was talking to a DC8 pilot at the church festival I worked at on Sat night. He asks me, (jokingly)....
"You know what pilots say about the dangers of flying right"?
I immediately answered with the response, "you're more likely to be in an accident driving to the airport than in an airplane".
He looked at me and the wife and laughed/smiled...."you're the 1st person that's EVER got that answer right".
Former Air Force pilot in our church.
I said there's this smart guy on-line I've been learning from, plus I just spent 3 hours reading about this aircraft prior to showing up...late I might add.
I was flying on cloud nine all Saturday afternoon when the investment banker gave me the green light. Could hardly sleep Saturday night.
The one thing I read is, the Cirrus depreciates like crazy in year one because they make so many of them.
Probably makes more sense to find something a couple years old, even with the 2200 hour 1st overall on a new aircraft. (with Lycoming in 2017)

 

[frnash]

"… I need clarification on whether I need a detailed note from my primary physician before I go to AME, but I'll probably request it anyway. …"

Best plan: Personally fetch copies of your medical records (Certainly those concerning the kidney stone! — And not just a "detailed note"!) from your physician and bring them to your appointment with the AME. Odds are they'll want them anyway, so better now than later!
FAA is obsessive about dotting "i"s and crossing "t"s. — So grease the skids "asbestos" ya can!

…I found 3 people, including Beaumont, and now that I know he's a pilot, that will be my choice. …

Note, however that Beaumont is listed in the table as a First Class Examiner, nominally for First Class Medical Certificates … as required for pilots with or seeking Airline Transport (ATP) privileges:

A first class medical is required for pilots who exercise airline transport pilot (ATP) privileges; that is, those flying scheduled airliners and other pilots whose employers require this level of certification. A first class medical is valid for ATP privileges for twelve months for pilots under age 40. Pilots who are age 40 and older must renew First class medical certificates every six months.

A Second class is required for pilots who fly commercially—in operations such as crop dusting, delivering canceled checks, or carrying passengers or cargo for hire. The Second class medical is valid for commercial privileges for 12 months.

A Third class medical certificate is appropriate for student pilots, recreational pilots, and private pilots who fly for pleasure or personal business (but not for hire). A third class medical is valid for 60 months for pilots under age 40, and 24 months for applicants who are age 40 or older.

It might not make a difference, but it would be well to verify with his office that he can/will issue a Third Class Medical Certificate!

Given the potential problem with that kidney stone issue, rather than issuing the Medical Certificate on the spot, the AME may defer to FAA, which may put you into the "Special Issuance" category. If that occurs, you might do well to invest in AOPA's …
(click →) Pilot Protection Plan, see also …
(click →) About AOPA Pilot Protection Services; AOPA says:

"As a bit of background, you might recall the Legal Services Plan (LSP) and AOPA Medical Services Plan (MSP) were two separate offerings until they were combined in May, 2012 to create the AOPA Pilot Protection Services (PPS) program. The main reason AOPA combined the LSP and MSP was to help protect both your pilot and medical certificates with one plan - at nearly half the cost."

They have quite the track record for expediting such matters, potentially saving much time, money and aggravation. You have no idea what a tangled quagmire an initial "Special Issuance" can be without expert guidance.

"Let's just try to keep it civil. Trackers a good guy, with his own style. Keep it classy."

Yeah, just kidding; Tracker's familiar with my twisted sense of humor, and we get on purdy well. Besides after HIGHLANDER's note, I couldn't help myself,


"The Devil made me do it!"

"… I was talking to a DC8 pilot at the church festival I worked at on Sat night. He asks me, (jokingly)....
"You know what pilots say about the dangers of flying right"?
I immediately answered with the response, "you're more likely to be in an accident driving to the airport than in an airplane".
He looked at me and the wife and laughed/smiled...."you're the 1st person that's EVER got that answer right".
Former Air Force pilot in our church.…

Luv it!

 

[Cirrus_Driver]

Best plan: Personally fetch copies of your medical records (Certainly those concerning the kidney stone! — And not just a "detailed note"!) from your physician and bring them to your appointment with the AME. Odds are they'll want them anyway, so better now than later!
FAA is obsessive about dotting "i"s and crossing "t"s. — So grease the skids "asbestos" ya can!
Note, however that Beaumont is listed in the table as a First Class Examiner, nominally for First Class Medical Certificates … as required for pilots with or seeking Airline Transport (ATP) privileges:

A first class medical is required for pilots who exercise airline transport pilot (ATP) privileges; that is, those flying scheduled airliners and other pilots whose employers require this level of certification. A first class medical is valid for ATP privileges for twelve months for pilots under age 40. Pilots who are age 40 and older must renew First class medical certificates every six months.

A Second class is required for pilots who fly commercially—in operations such as crop dusting, delivering canceled checks, or carrying passengers or cargo for hire. The Second class medical is valid for commercial privileges for 12 months.

A Third class medical certificate is appropriate for student pilots, recreational pilots, and private pilots who fly for pleasure or personal business (but not for hire). A third class medical is valid for 60 months for pilots under age 40, and 24 months for applicants who are age 40 or older.

It might not make a difference, but it would be well to verify with his office that he can/will issue a Third Class Medical Certificate!

OK now I'm confused. The way I read it, the 3rd class does not allow you to carry passengers of ANY kind down the road. So will it matter if I have a 3rd class medical when/if I actually do get my cert to fly?
I will have to carry 1-2 people from time to time. I had a problem understanding what I was reading there.
So I need to find a guy that issues FIRST class then?
Thanks

 

[frnash]

OK now I'm confused. The way I read it, the 3rd class does not allow you to carry passengers of ANY kind down the road. So will it matter if I have a 3rd class medical when/if I actually do get my cert to fly?
I will have to carry 1-2 people from time to time. I had a problem understanding what I was reading there.
So I need to find a guy that issues FIRST class then?
Thanks

Sorry for any confusion!

You said:
"I found 3 people, including Beaumont, and now that I know he's a pilot, that will be my choice."

I just pointed out that "Beaumont is listed in the table as a First Class Examiner, nominally for First Class Medical Certificates … as required for pilots with or seeking Airline Transport (ATP) privileges", (which might be possibly be a bit of 'overkill'). It would be well to verify with his office that he can/will issue the Third Class Medical Certificate that you need!

Absolutely all you need for a Private Pilot Certificate is the Third Class Medical Certificate, although if you had any intentions of going on to obtain your Commercial Pilot Certificate you might consider starting out with a Second Class Medical Certificate, as I did, if only to see if I actually could meet the higher visual acuity requirements. On each renewal, sometimes I walked out with a 2nd class and sometimes a 3rd class, depending on my marginal visual acuity that day, but no big deal. (One may still exercise the privileges of Private Pilot with a Second Class Medical, 'tho is is kind of "overkill".)
I don't expect that to be of value for you though.

Again, from AOPA:
See (click →) "Quick comparison of pilot certificates".
Note TYPE OF OPERATIONS OR PRIVILEGES for PRIVATE PILOT.
(There is no limit on the number of passengers that a Private Pilot may carry, as long as there are enough seats in the aircraft for them. Beyond that, it's subject only to issues of aircraft weight and balance.)

Private Pilot (Third Class Medical Certificate required):

"The basic rule in FAR 61.113, which provides that “no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilot in command.” The rule then goes on to permit some operations that might otherwise be considered commercial operations. Some familiar examples: A private pilot (or a commercial/ATP pilot exercising private privileges) may, under limited circumstances, share the expenses of a flight with his passengers (the pilot is technically receiving compensation even though it is only the passengers’ pro rata share of direct operating costs). A private pilot may carry passengers in a charitable airlift that technically involves “compensation or hire,” but to the benefit of the charity. Similarly, within the specific terms of the rule, search-and-location operations are permitted, as are the flights of an aircraft salesman, and towing a glider or ultralight. As it relates to this column, FAR 61.113(b) provides that “a private pilot may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or employment if (1) the flight is only incidental to that business or employment; and (2) the aircraft does not carry passengers or property for compensation or hire.” This is a privilege that is widely used."

(I'm having a bit of difficulty finding a similar citation for TYPE OF OPERATIONS OR PRIVILEGES for COMMERCIAL PILOT, but in short:

The difference is that the Commercial Pilot (Second Class Medical Certificate required) may, and nominally does fly "for compensation or hire". Examples:

• Air taxi/charter operation with paying passengers.
• Delivering cancelled checks and other documents to/from banking institutions (or any other merchandise) for hire.
• etc.

 

[frnash]

Perhaps it's time to bring this all together in one place rather than in bits & pieces:

You may soon want to get a copy of the …
(click →) FAR/AIM 2017: Federal Aviation Regulations / Aeronautical Information Manual. (It'll probably be near the top of your flight instructor's recommended essential reading list anyway. It's really indispensable.)
You'll see a number of other recommended books there as well; all good, but this is the "bible".

(A current (click →) electronic (PDF) edition is always available from FAA also.)

If you're really into some reading, I'd recommend the primo classic piece on basic mechanics of flying:

(click →) "Stick and Rudder: An Explanation of the Art of Flying", by Wolfgang Langewiesche.

It's absolutely brilliant, and no matter what you're flying, from an antique Piper Cub to the latest top of the line jet, it still applies. All the more so if/when any of your fancy new instruments quit on you, and you really have to get back "down to basics".

"Stick and Rudder is the first exact analysis of the art of flying ever attempted. It has been continously in print for thirty-three years. It shows precisely what the pilot does when he flies, just how he does it, and why.

"Because the basics are largely unchanging, the book therefore is applicable to large airplanes and small, old airplanes and new, and is of interest not only to the learner but also to the accomplished pilot and to the instructor himself.

"When Stick and Rudder first came out, some of its contents were considered highly controversial. In recent years its formulations have become widely accepted. Pilots and flight instructors have found that the book works.

Today several excellent manuals offer the pilot accurate and valuable technical information. But Stick and Rudder remains the leading think-book on the art of flying. One thorough reading of it is the equivalent of many hours of practice."

 

[Tracker]

A doctor? Maybe he's wunna dem "Veteran Aryans" (DVM), like those that yoosta visit my grandpa's dairy farm:
View attachment 57037
That would possibly 'splain how he's so fulla sh*t!

just so you know whose full of it and who aint....I told the pilots that flew inta Oshkosh that triple X was looking for a sweet deal on cirrus and wanted his license fast and cheap....and they said....HAVE HIM CALL ME....so we PMed numbers so these things you all speak of can ....wait for it...wait for it.....can ACTUALLY HAPPEN and not just some pipe dream as usual from JD'ers...that is all...carry on with your usual bu!!****e and wind baggage....LMAO

 

[Cirrus_Driver]

Turns out the wife has a friend in her Curves social circle, that not only flies, but the husband has two planes sitting out at East Troy airport.
She has 16 hours toward her license, but apparently significant personal advice will be available.
Word she tells is they have somewhat relaxed the medical evaluation/certification in the last 6 months.

 

[frnash]

Turns out the wife has a friend in her Curves social circle, that not only flies, but the husband has two planes sitting out at East Troy airport.
She has 16 hours toward her license, but apparently significant personal advice will be available.
Word she tells is they have somewhat relaxed the medical evaluation/certification in the last 6 months.

That all sounds encouraging!

That (click →) East Troy Municipal Airport (57C) looks quite nice — certainly for primary flight instruction: One 3900 ft. paved runway 8/26, reasonably quiet (112 flight operations per day, [SIZE=-1]12-month period ending 05 June 2015[/SIZE]), hangars[SUP]1[/SUP] & tiedowns, LL100 avgas @ under $4.00/gal., no control tower, pilot's lounge & computerized weather. Numerous other airports nearby as well, several with control towers, for slightly more advanced flight training.

---

[SUP]1[/SUP] (Maybe not a three-year waiting list for a hangar?)

 

[Cirrus_Driver]

Earlier in this thread I was asking about the significance of the OUTER MARKER, and received somewhat of a vague response.
Through my studies about ILS, I found the actual significance. This is the coolest shee-it ever!
I fully intend to become IFR certified, because the Cirrus has the tech to utilize ALL of this functionality in unanticipated IMC conditions.
It seems way too dangerous to be flying an aircraft if you're not IFR certified - at least to me.
Glide scope and glide path functionality is just so unbelievable, it would make zero sense to buy a Cirrus aircraft and not be proficient in the use of your avionics.
Now of course not ALL airfields are going to have this, but if you can vector toward one that does in bad conditions, what's not to like?


Instrument Landing System - ILS
Website dedicated to the description of Instrument Landing System - ILS that provides precision guidance for a safe approach and landing on the runway under conditions of reduced visibility.

Marker beacons
For the purpose of discontinuous addition of navigation data with the value of a momentary distance from the aircraft to the runway’s threshold, the following marker beacons are used:

Outer Marker (OM)
The outer marker is located 3,5÷6 NM (5.556÷11.112 km) from the runway’s threshold. Its beam intersects the glide slope’s ray at an altitude of approximately 1400 ft (426.72 m) above the runway. It also roughly marks the point at which an aircraft enters the glide slope under normal circumstances, and represents the beginning of the final part of the landing approach.
The signal is modulated at a frequency of 400 Hz, made up by a Morse code – a group of two dots per second. On the aircraft, the signal is received by a 75 MHz marker receiver. The pilot hears a tone from the loudspeaker or headphones and a blue indicative bulb lights up. Anywhere an outer marker cannot be placed due to the terrain, a DME unit can be used as a part of the ILS to secure the right fixation on the localizer.
In some ILS installations the outer marker is substituted by a Non Directional Beacon (NDB).

Middle Marker (MM)
The middle marker is used to mark the point of transition from an approach by instruments to a visual one. It’s located about 0,5÷0,8 NM (926÷1482 m) from the runway’s threshold. When flying over it, the aircraft is at an altitude of 200÷250 ft (60,96÷76,2) above it. The audio signal is made up of two dashes or six dots per second. The frequency of the identification tone is 1300 Hz. Passing over the middle marker is visually indicated by a bulb of an amber (yellow) colour . It was removed in some countries, e.g. in Canada.
The middle marker (yellow).Figure 16 – The middle marker (yellow).


Inner Marker (IM)
The inner marker emits an AM wave with a modulated frequency of 3000 Hz. The identification signal has a pattern of series of dots, in frequency of six dots per second. The beacon is located 60m in front of the runway’s threshold. The inner marker has to be used for systems of the II. and III. category.

Yes - you can get a hangar at Eagle River airport, of various types. Or build and lease the land. (not happening)

 

[frnash]

Earlier in this thread I was asking about the significance of the OUTER MARKER, and received somewhat of a vague response. …

True, and that was more or less deliberate; I felt that my attempting to explain it in more detail at that stage of the game would have only added to the confusion.

"All in good time, grasshopper!"

And in part that's what my later suggestion was targeted to, as the ILS and its components are pretty thoroughly covered in the AIM.

Perhaps it's time to bring this all together in one place rather than in bits & pieces:
"You may soon want to get a copy of the …
(click →) FAR/AIM 2017: Federal Aviation Regulations / Aeronautical Information Manual. (It'll probably be near the top of your flight instructor's recommended essential reading list anyway. It's really indispensable.)
You'll see a number of other recommended books there as well; all good, but this is the 'bible'."

… Yes - you can get a hangar at Eagle River airport, of various types. Or build and lease the land. (not happening)

Hurrah!
Is that somewhere you'd like to hangar an aircraft?

[I'm not sure which would be worse, suffering through three years in a tiedown (in the blazing summer heat of Phoenix!) while awaiting an available T-hangar as we did, or dealing with a tiedown for an extended period in snow country!

Fer sure we had a windshield/cockpit cover (a bit like a padded space blanket) that did help to keep the heat out of the interior, but with the occasional blowing dust and winds, it also ground that dust into the windshield.]