Yesterday, Ryan and Mark Sagesar were killed in a wreck in the very early AM just outside Tulsa OK.  Both were members of the local CAP squad.  Ryan, 17, was student body president at Bishop Carroll High in Wichita.  He was awarded a flight scholarship in 2005, and earned his ppl shortly after I did.  I talked to him at this years Wichita Flight Festival, when he was preparing for his checkride, and expressed excitement and nerves. 
Ryan was probably the brightest person I've known, it was apparent his goal was to be in space, and even at 17, was very knowlegeable in rocketry, physics, chemistry, and aerodynamics.
He was flying to Tulsa to attend a concert with his father and two other friends.  He was returning to Wichita when  he crashed at 1:45AM Sunday
This hit me very close to home, not only was he a friend, but I was also in a similar situation that night.  Me and two other friends flew to Ponca City OK to eat dinner at a restaurant.  We took off slightly overweight and immediately when I looked to the south, I thought:  "I shouldn't have done this".  The clouds forcasted broken at 075 were actually overcast at 050.  I even called into KC flightwatch to get as much information as possible.  It was also very moist and hazy.
The plane reportedly made a 180 before crashing.  I have no doubt that he flew VFR into IMC, and flew into a cloud during cruise.  He probably instinctively attempted to decend out of the clouds, then remembered to make a 180, all the while ignoring how fast he is decending.  The rest is obvious. 
Let this be in mind when you or anyone you know go flying in marginal VFR.  I know I'll think twice next time.

Sorry to hear that.  It's awful to have to learn a lesson like that.  It's things like this that cause the biggest changes in life, and people learn some of the most important lessons from incidents like this.

Truly awful.  I wish his family well

Thanks for bringing this topic back up, and thanks for your input. If 800 hour pilots  start thinking there's nothing to be learned from 80 hour pilots, they're becoming dangerously complacent. 8,000 hour pilots know this, else they'd not have made 8,000, for whatever reason. There were a few things I wanted to discuss about this accident, but not in its immediate aftermath.

There are so many variables surrounding decisions about what experience level, or rating, qualifies what flights "can" be taken; when they should be taken; and whether or not passengers should be taken. It's hard to argue with the advice to not fly at night without an instrument rating. Although, one position would be; On a clear night, short VFR flights over familiar terrain are actually safer. You can see airplanes, airports, runways, roads and towns much further out... there is normally less wind and less traffic too. But all said and done.. no night, cross-country flight sans IFR rating, is a good rule to live by. No night, cross-country flights with passengers, sans IFR rating should be carved in stone.

The other aspect along these lines; is when  passengers should be taken up at all. A "sensible" rule of thumb would be; Not until the pilot is 100 hours post checkride. My brother wouldn't climb into a plane with me until I passed 250 hours total. Not because he doubted me... But because a friend of the family (retired airline pilot) said so. Of course, like every other pilot, sharing the fun with friends, it wasn't long after my checkride that I took several, "friendly" flights. I cringe now, when I think about the position I put some of my friends in, as a pilot barely past 100 hours. Of course, more important than total time, is currency. A 100 hour pilot who has been flying several times per month, is probaly a lot safer that a 1,000 hour pilot fresh off a year's sabbatical.

All pilot things being equal... weather is the biggest factor of all. How many total hours a VFR pilot should have before knowingly entering marginal VFR is an un-answerable question. Obviously, the more the better... But that doesn't take into account any IFR training (especially actual, no-hood, IMC)... and it doesn't take into account radio experience. A VFR pilot flying out of a towered, 'D' airport, and regularly dealing with traffic/ATC in an abutting 'C or B' airport, would be more likely to handle deteriorating weather and a potential SVFR landing, than the pilot who hasn't done much more that announce his position/intentions via CTAF during the last six months.

There's no way to review the circumstances without it sounding like an indictment. If anyone gets angry with me for that, so be it.

Anyway.. examining this accident... No disrespect intended, as I'm sure Ryan would want this discussion...

A low-time pilot took a cross-country flight, at night, into marginal VFR, with passengers. Four total occupants in a C172 with fuel for that trip (45 minute reserve) means that plane was right at maximun take-off weight too.

It isn't realistic to expect every reason that might give you pause before flying, to keep you on the ground. You'll always be weighing something, pre-flight.

Beef... if your mother does hear of this. Point out to her that five, maybe six limits were pushed here.. and that you'd never go past two.  

Boy this really makes me feel bad.

As I said, I was out flying that same night fully loaded (took off above landing weight), with my friends on a night cross country.  Although I did have two other pilots in the plane with me.

I also have around 80 hours, and I've taken people flying.  It seems scary on the ground looking back, but at the time I felt quite confident. 

I haven't flown in over a month, and almost immediately following my finals tomarrow I plan to go fly, and I think this discussion has convinced me to bring my CFI along, just so I can brush up on it all.