Well thanks guys for your info. I had a bit of a nasty experience myself whilst on my X country awhile back. Lets just say that I treat clouds with the utmost respect and always er on the side of caution. I will never be a "press on" flyer as minimums reduce.
I did learn about flying from that at that early stage and I think it was a most valuable experience.
The only thing I will add is that should I ever get in a position of being caught out in cloud and the decision has to be made to decend into unknown terrain or go up, then go up wins every time.
The pitfalls of entering cloud and becoming disorientated is a well covered subject. When I was presented with that experience it took every ounce of do or die I had in me to fly the aeroplane believing my instruments. A good scan and remember the good old aviate, navigate, communicate got me to a safe altitude all be it ON TOP!!! Attitude and airspeed are the killers but direction is a prime concern too. I headed for the lowest known terrain AFTER I had established a controlled climb with wings level. Ice is a concern too. Remember looking at the winscreen and seeing small ice chrystals forming. Pulling carb heat out in a full power climb is not an option so I listened to the engine and watched the RPM/T's & P's for any signs of distress. Popping out on top at 4500 feet into a beautiful blue sky was one of the most wonderful sights I had ever seen! Soon as I leveled off and settled into a cruise I gave the beast a well earned dose of carb heat and did my FREDAS. Good look out and then spoke to ATC about my predicament. Never be shy to tell them your dilema. They were most helpful and was happy to be radar identified so I wasn't a hazard to others.
Thanks again
Coop & Bear