Well, first off, do you have a Sat Phone? Because if you don't there are very many airports throughout the country where you wouldn't be able to cancel IFR on the ground. But presuming that you don't want to go to any of those airports, ever, consider this, there are a lot of times where a mix of VFR and IFR is much better than simply going IFR. If memory serves, you're out by Georgia. So here's something you might like to do: Fly to Asheville, NC in the winter. It would be very easy to go in there VFR under the clouds and be perfectly safe in December, but at 5,000' be in terrible icing conditions. What would you rather do in the Mooney? I could very easily foresee a situation where you're perfectly legal at 1500' AGL (about 3700' MSL) going into Asheville but are packing on ice at 5,000' to start the approach. I mean, that just took me about 10 minutes to find, there are countless other times where it's sometimes way better to go VFR than IFR in light aircraft.
I understand if you don't want to do it because you're not comfortable with it, in fact, I'd respect that. The last thing we need is more guys doing things they're not comfortable with. But saying that you're ideologically opposed to the idea of VFR is largely silly. VFR can be done safely, not only that, but remember, even though ATC is handling separation, you're just as responsible for "see-and-avoid" under IFR as VFR if you're in VMC. ATC can and does miss traffic. It's not an anti-authority thing, it's a tool, like any other tool. Use all the tools you're comfortable with. I'll be honest, I very seldomly go VFR. IFR is simply so much easier to use, the services are better, etc. But when I need to get someplace that doesn't have an approach, or someplace that's off the airway structure, VFR is often the only option.
