I wasn't going to write this post, but a comment on
an earlier post changed my mind. Roughly ten percent of my flying time is night VFR, which means that I might know enough to be slightly dangerous.
First off, have flashlights. If you're not sure if you have enough flashlights, carry more. A chemlight tube or two can work as backup panel lights.
Second, raise your limits for weather. "Legal", according to
FAR 91.155, will probably get you killed. I want better than five thousand and five if I am going to do pattern work and double that if I am leaving the pattern. Keep an eye on the temperature/dewpoint spread and be aware that if it is not terribly great, evening cooling can bring ground fog.
Third, night VFR is kinda-sorta-instrument flight. No, you don't need to lock onto the gauges, but the "six pack" should be in your scan. Especially out over rural areas and on moonless nights, which way is up isn't always going to be readily apparent.
Fourth, use all of the tools. If your airport has a localizer, tune it in. If your airplane have the gear for it, use the glideslope. Obviously, if the airport has VASI or PAPI, use it.
Now for some really opinionated stuff:
If you are not going to use any one tool for landing on a lit runway at night, don't use the landing lights. Landing lights can encourage "spotting", or focusing only on the area that is lit up. You need to consider the entire runway and keep your visual focus on the far end, just like you did when you were learning to land. If you are not comfortable landing without a landing light, then go get some more dual instruction.
This is also a matter of self-preservation: Other than the new (and very costly) LED landing lights, if any light is going to burn out in flight, it's probably going to be the landing light. The incandescent ones have a lifetime of maybe 10-20 hours, the halogen ones last longer.
Unless you have terrain issues, then this is the time to be flying like you have elderly nuns for passengers and nitroglycerine for cargo. Fly gently. Don't do steep "cowboy" turns, for that way lies vertigo. Don't hang on the prop in a climb. And your approaches should be stable like the jet drivers do it; motor on calmly down the glideslope and cut power when you're over the threshold. If you're too high, don't descend rapidly, go around and get set right.
Whatever you do, don't go low on the glideslope. Go around and do it right the next time.
Remember, the airplane can't tell the difference between day and night. It's all up to you.