One does wonder why anyone bothers to write anything in these forums. Participation in a web-based forum is very time consuming. The audience seems pretty small, but it probably isn't and I am sure that is why people here do come in to counter what they see as rubbish written by someone else.
I think picking on individuals is very poor practice but looking at what DFC writes I have to say that the really interesting thing would be to find out what sort of flying he actually does.
Looking at what he writes, he could be a keen GA follower who just reads the mags and has never actually flown. One can develop a lot of knowledge, easily enough to pass as a PPL instructor, this way.
He could be an old boy who flies some vintage type, daylight VMC only, reads every piece of paper emanating from the CAA, attends every CAA safety meeting and gets his logbook duly stamped at each one, and flies perhaps 10 hours a year.
At a real stretch, he could be an airline pilot who entered the profession (probably many years ago) via a direct airline pilot course thus avoiding any GA flying. I know airline pilots like that, and the thought of UK-style IFR flight (taking off into OVC005, flying in IMC or on top, then doing a DIY letdown 10 miles from the non-IAP destination with a GPS/VOR/DME or a radar assisted position fix) totally scares them. In fact I bet > 50% of them would disapprove. But that's life outside controlled airspace, in a country with grass airfields without IAPs.
He certainly doesn't do real-world flying from A to B in UK or Europe.
As Englishal and Fuji rightly say there is zero evidence that a transition to IFR (assuming the pilot is current on instrument flight, etc) is less safe than staying below the cloud and perhaps doing a prec landing.
The last straw DFC tries to grab hold of is whether the transition to IFR was pre-planned on the ground. Unless one is a long way down between hills/mountains, climbing straight ahead to the MSA is entirely safe, so that one doesn't wash either. And most pilots with instrument training will tend to plan flights at/above the MSA anyway, so IMC is a non-issue. It is only at the destination that things get tricky but that's a separate matter.