Taxiing
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Never taxi faster than you can jog comfortably (10 km/h or about 5kt for me),
and usually more slowly, especially at night or in bad weather or gusty winds.
The ASI isn't all that useful at low speeds on the ground, so we usually gauge
it by power setting: I was told to taxi a 172 at about 1000 RPM, but I end up
riding the brakes that way -- I find that 800-900 RPM is more suitable (and even
then, I brake more than I'd like to).

The yellow line is where your nosewheel is supposed to be. That said, little 
planes pass each other all the time on taxiways -- it's just like a country road,
where one plane pulls far over to the side (even onto the gravel) to let the 
other by.  During daylight with good visibility, ground control basically clears
you to taxi to a runway and leaves you alone to work out the details. Big planes,
of course, have to be more organized and wouldn't have room to pass on the same
taxiway (there are also issues with jet blast -- taxiing too close behind an 
idling 737 could flip your Cessna upside down).

Turn radius at a 90 degree junction: When I turn very tightly with a lot of 
differential braking, I can just bring it onto the centreline without an s-curve
and without stopping my forward roll. That's a minimum turning diameter of about
30 feet (15 foot radius) while actually rolling forward -- a 25 foot radius
would likely be much more comfortable. You can turn much more tightly if you
stop your forward motion and just pivot around one wheel, but that's not good
 for the plane.
Note that you should stop before crossing any runways -- even when you're 
precleared to cross, you still stop and look.The C172 should also stop to do a
runup just before it goes to the hold-short line runway -- that can take 3-5
minutes for a single and longer for a twin.  Allow another minute or so for 
tower clearance before taxiing out for takeoff.



Take-Off (using Flightgear)
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1. Click the right mouse button once to make it into the control yoke
   (you should see a crosshair cursor).

2. Advance throttle (PAGE UP) to full, and wait until the airspeed is
   about 60 KIAS (if you try to rotate much earlier, bad things
   will happen).

3. Pull back on the elevator (mouse) only a little bit, and then wait
   for the plane to climb -- DON'T yank it into the air.  Watch the
   airspeed, and try to keep it between 70-80 KIAS while climbing
   (lower the nose if you're going too slowly, raise it if you're
   going too fast).  For best rate of climb in the C172R, 75-78 KIAS
   is ideal.

4. The effects of the spinning propeller will try to pull the nose to
   the left during the steep power climb; for now (without rudder
   pedals), just use the ailerons (left-right mouse motion) to keep
   the wings level.

5. At your cruising altitude (or at 1000 ft AGL for a circuit), level
   off and reduce power to around 2100-2200 RPM.  The propeller
   effects should nearly disappear.

For more information see the circuit manual on the Flightgear homepage