Returning to the subject of this thread........
I am in two minds about the inclusion of "instrument appreciation" in the NQ preamble. I can see both sides of the argument. On the whole though, I don't think that any amount of training is likely to matter if the pilot's attitude is wrong. Risk-takers will take risks and push on beyond the point where they are competent.
Over the years, I have done quite a bit of night flying, often in relatively poor weather. I have tried to always ensure that I avoid inadvertent IMC - in a non-IFR (non-IR) operation that is my job and what I am supposed to do. However, on one or two occasions I have gone IMC. When I have, it is COMPLETELY different to being IMC in a planned IFR flight.
One aspect that has not been mentioned is that instrument flying is such a perishable skill. I have done instrument training as an instructor some while ago and hold a currently lapsed IR(H) and IR(A). Not a great number of IF hours but someone was happy to sign me off once. However at present, the only IF I do is at 6 monthly OPC sessions, plus usually a bit of mutual every 3 months. I would absolutely NOT regard myself as currently competent to fly IF in a hele (without an autopilot/stabilisation). That being the case, I make sure that I take big steps to avoid IMC in such circumstances.
Which sort of leads me to my final point. In the training that a typical pilot goes through as part of his basic training, I do not think that enough (i.e. any) time is spent showing students the signs of impending loss of visual contact in poor weather, and what to do to avoid it. This applies day or night. I have flown with significant numbers of low-time pilots who have been unaware as they approach inadvertent cloud entry during the day, never mind at night. When/if they do go IMC, they are unprepared and scared - not a good start. Such familiarisation can be done in an aircraft, but it is also possible to do something reasonable in a sim, I suggest.
As some recently reported accidents remind us, such accidents can also happen to experienced professional IR pilots who push too hard on just one flight .........
[This is almost all UK experience]