And the glider pilot (or a pilot who happens today to be flying a glider rather than a powered aircraft) is also minimising risk as he sees it.
The dilemma is that in met conditions where cloud flying is advantageous, the most likely collision risk is with another glider. To be confident when approaching cloudbase and deciding to use the cloud that another glider is not already there, the only useful frequency is 130.400. Changing to the appropriate LARS frequency, and attempting to get a word in may miss the important call from the guy I don't want to bump into.
If (in your Citation or whatever) there is an isolated cumulus directly on your track, do you just fly straight through anyway or make a minor diversion to remain in VMC?
And we can't now fit mode C - the CAA says it has to be Mode S or nothing. And some controllers have said that with the expected clutter of everything that flies having a transponder, they will have to selectively remove from the display light aircraft and gliders (which they can do with Mode S, so we won't be transponding anyway, except as a response to a TCA system.
Roll on affordable ADS-B (although I'm sure the regulatory authorities will do their best to make it unaffordable by insisting on Aviation IR certified GPS engines ).