"C J Campbell" wrote
We require 3000' and five miles visibility for all student solo flights,
with maximum crosswinds of six knots. I recommend that new private pilots
maintain those minimums for some time, preferably until they start their
instrument training.

As a contrasting opinion, I consider those limitations appropriate to
a newly soloed student who is still having problems with crosswind
landings and navigation by pilotage, and that's about all. They are
both overly restrictive for most normal conditions and overly
simplistic. I would consider sending someone to the checkride who
actually needed such limitations for safety to be a gross abdication
of instructor responsibility. Such minimums are absolutely not
appropriate for a certificated pilot. I wouldn't even accept an
instrument student who needed (or felt he needed) such weather
minimums.

Personal minimums are a lot more complex than a simple statement of
ceiling, vis, and crosswind component. What constitutes an acceptable
ceiling greatly depends on terrain, obstructions, and visibility under
the ceiling. It also depends a lot on WHY the ceiling is what it is,
and what it can reasonably be expected to do as the flight progresses.
Over flatlands in good vis and stable weather, 3000 is clearly
excessive. In the mountains in poor vis, it may not be nearly enough.

Adequate visibility is another can of worms. Five miles (or even
three) is plenty in daylight, well above terrain, over land, if
navigation can be assured (either by following a road or
electronically). Try that trick over water or desolate terrain at
night, and your instrument attittude flying skills better be in good
shape.

Crosswinds are similarly complicated. A competent pilot really
shouldn't need ANY crosswind minimum. Obviously this does not mean
that he should be able to handle unlimited crosswinds - nobody can do
that. However, it DOES mean he should be able to reliably asess the
approach and landing he is making, and make the decision to go around
in a timely manner. With experience, most pilots develop a feel for
what they can and can't handle, depending on the airplane, runway, and
other variables.

Michael