Congrats on your decision to fly!
I want to counter those who are saying you HAVE to fly more often than what you are planning.... but I will re-emphasize the risk.
Fly because you want to and fly for the reasons you want to! Not everyone who gets a private ticket has to be a wannabe ATP. I for instance would love to have that job, but what I love about flying is the thrill of take-off and landing and watching the scenery go by; so I am happy going up once a month or so to keep proficient and to scare the living day lights out of whatever co-worker I can convince I won't crash
It keeps me happy and it doesn't break the bank.
If you enjoy flying and are not in a hurry, go ahead and fly 2 or 3 times a month. You will be able to pay for it the way you want to and you will have a good excuse to enjoy yourself for a longer period of time! Be forewarned though, in the long run it is going to cost you more money and it will take you many more hours to get your license.
For resources, join AOPA. You will find a wealth of information with them. I am sure your instructor will recommend training products and text books for you to get your knowledge, but you can find good products all over the place. Sporty's and King Schools have all sorts of CD
-ROM/DVD based courses, and even Cessna has their own CD
-ROM course you can buy. A great text is the Jeppesen Guided Flight Discovery series which can be purchased from various online suppliers or your local pilot shop.
And for a few answers to your other questions:
Fuel: The Pilot Operating Handbook tells you how much fuel your engine burns at various RPM settings, and even gives estimates as to how much you will burn on the ground before take off. Thanks to the wind you have to measure your endurance in time, rather than distance, so with 16 gallons, if you burn, say, 4 gallons per hour you can fly for four hours... if your airspeed is 70 Kn with a 10 Kn headwind, you can fly 240 nautical miles. Of course their are other factors, but you will learn those.
Time: Your flight time (and rental fee) is measured by the "hobbs" meter, which runs from the time you flip the master switch. 1.1 hours equals 1 hour and 6 minutes, roughly, since its rounded to the nearest tenth of an hour. This time includes your taxi and run-up. You will spend a miniscule amount of time on the ground, but it counts in your log since operating safely on the airport is part of flying safely. An example, when I was training with my instructor we found the engine running unsatisfactorily on run-up and decided to switch aircraft. I never got off the ground in the first bird, but I was able to count the .2 or so hours the meter clicked off. (Point two hours? Woo Hoo!)
Non-Towered "ATC" is done by each pilot operating in the vicinity of the airport. Each airport has a designated Common Traffic Advisory Frequency on which you "self announce" your location and intentions at key phases of flight. For example, you monitor the CTAF prior to take-off to make sure no one is landing on top of you, then you announce yourself: (lets call my fake airport "harrold") "harrold traffic, Cessna 123AB taxiing on alpha to rwy 5 to take-off, harrold traffic." When you're ready: "Harrold traffic, Cessn 123AB take-off rwy 5, harrold traffic" followed by "Harrold traffic, Cessna 123AB 500 for 1500, departing west, harrold traffic." When you get back to the vicinity of the airport, keep alert for what the other traffic is up to, then announce the key check points as before: About five miles from the pattern announce your location, altitude, and intentions. "Harrold Traffic, Cessna 123AB, 5 miles NE, 1500 inbound to land, Harrold traffic." Fly a basic left traffic pattern and announce your turns downwind, base, and final, and of course exiting the rwy and taxiing. "Harrold Traffic Cessna 123AB turning downwind, Harrold traffic" Etc. Now... don't just say and do, listen for traffic and coordinate with them. For example, if you just turned downwind and someone else lining up for take-off, look for the airplane, tell him you see him, and offer to extend your downwind for him.