Stan Gosnell wrote
But it could just as easily be forbidden. It's forbidden for
recreational pilots.

Could be, perhaps should be, but it isn't.

But my point is that it's not an oversight - clearly the issue of
forbidding it at certain certificate levels came up, and was
considered. It's clearly not a matter of "nobody thought about it,
thus nobody thought to forbid it."

Any logic in the FARs is purely coincidental and completely unintended.
Lots of things in the regulations are illogical.

As little respect as I have for the FAA, I think that's a bit
overboard. There is some attempt made to acieve some sort of goals
with the regulations. There is a fair amount of logic there, though
it is often flawed.

Once near the airport
(which is presumably lit) you can transition back to visual
references, and an instrument approach will not be required.

Maybe, but you have to get there safely, and it's an undeniable fact that
too many pilots don't get to the airport safely.

Define too many. My understanding is that accidents like the Kennedy
fiasco are relatively rare, and an instrument rating seems to make
little difference. Most night accidents are the usual stuff - botched
takeoffs and landings. Meanwhile, night flight goes on. Most pilots
I know locally have done the Houston-New Orleans run at night, and
that might as well be over water. I think the people losing control
are a tiny minority - most pilots can handle it.

I agree that night flying anywhere is more demanding, and that is why most
countries don't allow night VFR.

I don't know about most countries. Canada and the UK allow it subject
to a night rating - which is, surprise - mostly focused on basic
attitude instrument flying. My understanding is that the situation is
substantially similar in Australia, Western Europe, and generally
every civilized country where GA exists in any significant amount.

As for helicopters, it's no different
than for airplanes - the philosophy is to let people kill themselves if
they want. Many helicopters have more instrumentation, and more stability,
than most small airplanes.

Really? Many helicopters? How many of those are rentals or
privately-owned pilot-flown pleasure craft? Based on everything I've
ever heard from those who fly both fixed wing and helicopters, most
trainer helicopters are a lot less stable and a lot harder to control
on instruments than most trainer airplanes. Are you suggesting this
isn't true?

The problem is pilot judgement - as always.

Well, can't argue with that...

Michael