I don't think classifying instrument flying as easy is either relevant, valid or realistic. In my experience, some of the hardest challenges I have faced have been fully on instruments. Then again, a night visual into some black-hole Island is also challenging.
Perhaps the reason someone would think it was easy is because they have never been loaded up under those conditions? Throw in a couple of failures and a requirement to nail your minima, and the "ease" of flying on instruments might not appear quite so apparent, even without the "masonic"handshakes. After all, if it was that easy, why do professional pilots require a retest every six months, and a revalidation every year? Put someone behind you marking you on that particular venture, and suddenly the ease seems to disappear, does it not? Particularly when your licence is on the line.
Instrument flying is a skill, but it is not like riding a bicycle. If you do not practice it regularly and honestly it will fade. No amount of secret "IR handshakes" will save you then. You might gather I feel that part of the post above was rather frivolous and mistaken.... no-one ever gave me a handshake, and at least once a week I take everything out and practice instrument flying, because I have to. To keep safe, current and relevant. And yes, if I don't do it, I do notice a difference.
So no, IO540. Instrument flying is not easy. It is a skill that has to be practiced. If you find it easy, then bully for you; I don't, never will, and should the day arise I do then perhaps that is the day I will should flying.
{edit} On Reflection, that comment seems to me even more wrong. I'm thinking about flying ATP into the Scottish Islands, at night, in turbulence with no autopilot available, and having to absolutely nail it. I'm also thinking about an approach I did into an African destination with the ITCZ right over the top having to gash a localizer-only approach from 15 miles out as the glideslope had just become u/s and the marker crossing height was 1200" above the field, and that was where the approach started from, and we were coming in at 3000". Where to descend? When to descend? How to calculate that point of descent bearing in mind you can't dive-and-drive an airliner? And what to then do when the right-seat pilot (training Captain) is telling you you are 500" too high.... a quick glance right showed his clock was out from mine as it was all timing based and I'd checked mine on the overhead. But easy? Some secret handshake? No, I think not.
Or the VOR I screwed up into the Bahamas a few months back, not flying it accurately enough so we had to go-around and only got in on a "Highlands Visual" ie "I can see the coast, I know how to get to final from there, you happy? If you are tell them visual and we'll go for it."
So no. Not easy. Never has been, never will be and can bite you in a moment. I would not be happy flying behind anyone who feels IFR flying is easy, and part of some "Masonic" conspiracy. Sorry.
Squid