What_next wrote:
Initially, they refused to give us startup clearance because of “all the CBs around and all other training slots have been cancelled already”. First time this has happened to me… I explained to the controller that we had the plan B to cancel IFR and fly home VFR, as outside the precipitation cloud base would permit it. In the end, he cleared us for start-up with the addition of “if this is really what you want to do”.
Is it just me, or do you think that controller over-stepped his authority in refusing to give startup clearance…presumably not because of any airfield constraint, but because he evidently considered the pilot’s decision to be somehow unwise?? Or is this normal in some parts?
Just a few pictures from my flight yesterday from Kassel EDVK to Sabadell LELL. The pictures were taken at FL180 overhead Germany and Luxembourg entering France.
This morning from Split LDSP to Zagreb LDZA at FL180 on tops except one TCU (probably going to FL220 or so) which I avoided visually. On descend moderate icing for 30 min but I was able to get rid of ice with using TKS in high mode – OAT in clouds with icing ranged from -12 to -2 and I was clear of clouds at 4000 ft.
Today, Easyjet, the tops were about FL340 most of the way from Rhodes to Gatwick (via Zagreb, etc). This is rare.
However it was apparent that one could do some VMC between layers – maybe FL150-FL200.
Turbulence all the way.
Not too surprising, looking at all the troughs
I just came back from Vilshofen weaving through the CBs visually and with RADAR until on top. Wasn’t clear if cloud until FL280.
The Swiss Air Force only flies during office hours…
I had an interesting flight an hour ago from Sabadell LELL to Friedrichshafen EDNY. I had to outclimb “the stuff” escaping to FL220 where I was mostly on top. But some were a bit higher and I used the ADL sat WX to stay away. That put me over Switzerland in a military area but the Swiss did not object :-)
More later when I have reviewed the pictures and written down the story.
Indeed they are – but I suspect that OP meant FL350 – FL35 over France would be low for an RJ100 inbound to London City
At the contrary: interceptors are lower than that, most of the time, whence the dire warnings for low altitude exercises, not only in France. 
