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25.2 An aircraft anti.collision light system can use one or more rotating beacons and/or strobe lights, be colored either red or white, and have different (higher than minimum) intensities when compared to other aircraft. Many aircraft have both a rotating beacon and a strobe light system.
25.3 The FAA has a voluntary pilot safety program, Operation Lights On, to enhance the see.and.avoid concept. Pilots are encouraged to turn on their landing lights during takeoff; i.e., either after takeoff clearance has been received or when beginning takeoff roll. Pilots are further encouraged to turn on their landing lights when operating below 10,000 feet, day or night, especially when operating within 10 miles of any airport or in conditions of reduced visibility and in areas where flocks of birds may be expected; i.e., coastal areas, lake areas, around refuse dumps, etc. Although turning on aircraft lights does enhance the see.and.avoid concept, pilots should not become complacent about keeping a sharp lookout for other aircraft. Not all aircraft are equipped with lights, and some pilots may not have their lights turned on. Aircraft manufactur-ers’ recommendations for operation of landing lights and electrical systems should be observed.
25.4 Prop and jet blast forces generated by large aircraft have overturned or damaged several smaller aircraft taxiing behind them. To avoid similar results and in the interest of preventing upsets and injuries to ground personnel from such forces, the FAA recommends that air carriers and commercial operators turn on their rotating beacons anytime their aircraft engines are in operation. General aviation pilots using rotating beacon.equipped aircraft are also encouraged to participate in this program which is designed to alert others to the potential hazard. Since this is a voluntary program, exercise caution and do not rely solely on the rotating beacon as an indication that aircraft engines are in operation.
25.5
At the discretion of the pilot.in.command turn on all external illumination, including landing lights, when taxiing on, across, or holding in position on any runway. This increases the conspicuity of the aircraft to controllers and other pilots approaching to land, taxiing, or crossing the runway. Pilots should comply with any equipment operating limitations and consider the effects of landing and strobe lights on other aircraft in their vicinity. When cleared for takeoff pilots should turn on any remaining exterior lights.

26.
Flight Inspection/“Flight Check” Aircraft in Terminal Areas

26.1 “Flight Check” is a call sign used to alert pilots and air traffic controllers when an FAA aircraft is engaged in flight inspection/certification of NAVAIDs and flight procedures. Flight check aircraft fly preplanned high/low altitude flight patterns such as grids, orbits, DME arcs, and tracks, including low passes along the full length of the runway to verify NAVAID performance.
26.2 Pilots should be especially watchful and avoid the flight paths of any aircraft using the call sign “Flight Check.” These flights will normally receive special handling from ATC. Pilot patience and cooperation in allowing uninterrupted recordings can significantly help expedite flight inspections, mini-mize costly, repetitive runs, and reduce the burden on the U.S. taxpayer.

Federal Aviation Administration Twentieth Edition
27. ATC Clearances and Aircraft Separation
27.1 Clearance
27.1.1 A clearance issued by ATC is predicated on known traffic and known physical airport conditions. An ATC clearance means an authorization by ATC, for the purpose of preventing collision between known aircraft, for an aircraft to proceed under specified conditions within Classes A, B, C, D, and E airspace. IT IS NOT AUTHORIZATION FOR A PILOT TO DEVIATE FROM ANY RULE, REGULATION OR MINIMUM ALTITUDE NOR TO CONDUCT UNSAFE OPERATION OF THE AIRCRAFT.
27.1.2 14 CFR Section 91.3(a) states: “The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.” If ATC issues a clearance that would cause a pilot to deviate from a rule or regulation, or in the pilot’s opinion, would place the aircraft in jeopardy, IT IS THE PILOT’S RESPONSIBILITY TO REQUEST AN AMENDED CLEARANCE. Simi-larly, if a pilot prefers to follow a different course of action, such as make a 360.degree turn for spacing to follow traffic when established in a landing or approach sequence, land on a different runway, takeoff from a different intersection, takeoff from the threshold instead of an intersection, or delay operation, THE PILOT IS EXPECTED TO IN-FORM ATC ACCORDINGLY. When the pilot requests a different course of action, however, the pilot is expected to cooperate so as to preclude the disruption of the traffic flow or the creation of conflicting patterns. The pilot is also expected to use the appropriate aircraft call sign to acknowledge all ATC clearances, frequency changes, or advisory information.
　
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