FO DISAGREES WITH CAPT'S DECISION TO CANCEL IFR AND SCUD RUN TO VFR ARPT.

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I'M A CAPT ON A KING AIR 200 BUT WAS JUNIOR ON THIS TRIP; THEREFORE I WAS NOT IN CHARGE. I WAS THE PF AND OCCUPIED L SEAT. WE SHOT THE ILS TO RWY 31C AT MDW WITH PLANS TO CANCEL OUR IFR CLRNC TO PROCEED VFR TO NEARBY VFR ARPT MEIGS. (CGX) OUR TRIP UP TO CHICAGO (FROM SPI) WAS IMC ALL THE WAY BUT UNEVENTFUL. THE ILS WAS UNEVENTFUL ALSO BUT THE CLOUDS WERE LOWER THAN EXPECTED AND WE WERE STILL IFR INSIDE THE LOM. WE BROKE OUT OF THE BASES AT 1400 FT MSL. (VISIBILITY WAS ABOUT 8 MI.) I TOLD MY SENIOR CAPT THAT IT WAS TOO LOW FOR THE TRANSITION TO MEIGS AND THAT I WAS GOING TO LAND STRAIGHT IN AT MAW. HE INSISTED THAT WE GO ON TO MEIGS AS PLANNED AND PULLED BACK ON ME. I COMPLIED AND WE CANCELED IFR. ALL THE WAY TO MEIGS (ABOUT 5 MI). WE WERE SCRAPING THE BASES OF THE CLOUDS AND WERE ROUGHLY 700 FT AGL (OVER CHICAGO) SO WE HAD NO VFR CLOUD SEPARATION OR GND DESTRUCTION SEPARATION DURING OUR VFR TRANSITION. WE THEN LANDED AT MEIGS WITHOUT INCIDENT. I BELIEVE THE SIT OCCURRED FOR SEVERAL REASONS: 1) WE DIDN'T EXECUTE A PROPER THOROUGH APCH BRIEFING AS TO WHAT WE WOULD DO GIVEN THE LOW CLOUDS THAT WE EXPERIENCED. 2) MY SENIOR CAPT HAD GET-THERE-ITIS! 3) I WAS NOT VOICING MY DISAPPROVAL OF THIS ACTION NEARLY ENOUGH. I SHOULD HAVE INSISTED ON THE SAFER ACTION OF LNDG STRAIGHT IN OUT OF THE ILS. 4) COMPLACENCY -- MY SENIOR CAPT IS VERY COMPLACENT (WE DO THIS TRIP DAILY) AND I ALLOWED MYSELF TO BE SUCKED INTO HIS COMPLACENCY. 5) POOR COCKPIT RESOURCE MGMNT -- WE DIDN'T COM VERY WELL AT ALL BTWN US.