I would add that as commander to try and comply with ATC instructions but if it it something you are uncomfortable with to refuse and expalin why!
When you fly into Europe or further and experience not so good ATC you start to question instructions to make sure they make sense.
I can remember flying into San Sebastian and being cleared to descend below the SSA in 7000 foot mountains solid IMC.
Over Africa in Nigeria dealing with a controller who couldnt even get the Phonetic alphabet right and refusing his instructions.
I appreciate especially when the pilot is not experienced that controllers are viewed as an authority to be obeyed without question.
It is important for the PPL to state firmly that he is not instrument capable.
ATC can not always determine weather I can only too well remember being asked to turn directly into a large CB. The female controller stated firmly that nothing was showing on her screen. What do you do turn directly into what you can see is an active CB in front of your eyes to keep the controller happy?
The pilot is best placed to evaluate an instruction and conditions and with discussion with ATC to find a solution which suits both.
It is the captain mentality amd not the student awaiting instructions from an instructor or a co-pilot awaiting instructions from his Captain which can follow low time pilots who are used to others making descisions.
When alone even in a small aircraft you are the Capatain and need to act like one.
That is the case even more so when conditions deteriorate below your ability and make you feel less like a captain and more like some insecure individual waiting for someone to tell you what to do.
Pace