General Aviation

Part NCO is objective based: "not commencing a flight if he/she is incapacitated from performing duties by any cause such as injury, sickness, fatigue or the effects of any psychoactive substance". Before flying, one might also have to drive to the airfield ... The 1 % says nothing about the probability of having an accident in flight while being intoxicated ... Another way to look at this figure is to conclude that these 1 % accidents might have been avoided without alcohol. "Too dumb to die" ...

Renato, your post is now out for a week and no comments. That should make you think!

Jyrki, yes, spot on. The phrase "cleared to [destination airport]" is indeed widely used.
The discussion then gets more involved. Funnily enough the UK stopped using this phrase some years ago, and documented the change. I can't tell you where to find it though. They said they stopped using it because of this very issue: if a route has any OCAS segments, then the phrase is obviously an empty one.
Last week I departed from Aosta LIMW to Shoreham EGKA. LIMW was VFR-only so I got the IFR clearance from Geneva, as I was climbing out of the Alps around FL130. And it said the classic words "cleared to Shoreham" which made me smile because once London Control drop out out of CAS you are in Class G, your flight plan is binned (in the practical sense of IFPS distribution along the filed route; the destination only has still got it) and you are definitely not cleared to go anywhere then :)
There is definitely a problem with FP distribution in the UK, if a route contains Class G segments. AIUI, IFPS *always* transmits a validated filed FP to the country concerned (I was told this by an IFPS employee). Even a trivial (and practically meaningless) one like EGKA-EGMD 2000ft, which validates, gets transmitted by IFPS to, I believe, LTCC.
The problem starts somewhere later.
LTCC then looks at whether it is wholly in CAS and if so (Class G at the two ends is acceptable) it distributes it along the route, and you get the normal IFR coordination.
If it is not wholly in CAS (like the EGKA-EGHE one at the top) then it works with the first unit (Solent, a.k.a. EGHI) and when the route passes into Class G after Solent, the distribution ends. I know this for a fact because I have asked the various succeeding units if they have it.
LTCC seems to be using some algorithm, or a human procedure, for limiting the distribution in this way. It may have been done to ensure that the traffic actually flying that route is forced to negotiate a fresh clearance. Another aspect, which may or may not be relevant, is that the UK blocked the Autorouter (an electronic route generator / FP filing tool) from messaging pilots with the Eurocontrol-allocated txp code; the only explanation I can think of for this is again to force pilot-ATC interaction for CAS entry. Well, there is another explanation which is that setting a Eurocontrol txp code prevents the CAIT (infringement detection) software working :)
This main topic has come up many times on pilot forums but one can never find a UK ATCO commenting usefully. They have all signed the Official Secrets Act but really somebody in the "system" ought to know what is going on and more relevantly whether there is any will to fix it.
Elsewhere in Europe, and to a large degree in Scotland, if you go into Class G you can pick up the clearance later and the ability to do so is assured.