Another advantage of instrument training is improved radio skills, and a greater degree of comfort with a wide range of airports. I teach in the Kansas City area, and we are blessed with a variety of airports. We have towered airports, including Kansas City International and several reliever airports. Pilots who use these airports learn to talk to FAA controllers, and become comfortable with communications skills that are required. And, they learn that the fact that an airport has a control tower does not mean that it is always busy. All towered airports have their busy periods, but all will allow multiple landings in their slower periods.
In addition to these towered airports, we have a large number of non-towered airports. Some busy and some less so. And pilots whose training took place at these airports are generally very good at using other non-towered airports.
When pilots talk to me about instrument training, I find that they are generally comfortable with one type of airport, but not with the other. Through the course of instrument training, they will become comfortable with both types of airports. They will be able to work with FAA controllers, and will also be able to operate independently as they take off and land at airports without a tower. And these are skills that will carry over into non-instrument situations.
Without throwing cold water on the dreams of new instrument pilots, I often have to talk about the limitations of instrument flying. This is a limitation based on the skills of the pilot, but also a limitation on the aircraft capabilities that we generally fly. Most of my non-professional students are flying single-engine, reciprocating-engine aircraft. These are aircraft that generally do not have anti-icing or de-icing capability and this is a definite limitation in winter flying. Additionally, no aircraft has thunderstorm capability. The lack of anti-icing and de-icing equipment places limits on the instrument situations that are safe for us to negotiate.