From your examples I would expect you:
1: To say LAM not on our route, where would you like after there? until you are given a point on your route. A controller should not issue a point off your route unless they have a good reason for it, and I would always say in your example route LAM DET. If this hasn't been done, I would expect that after LAM you went to the next 'suitable' fix, as DET isn't too much a manouvre then that is what I'd think you may do. If you'd filed BKY CLN DVR for some reason and had been given LAM in this instance, then a turn to CLN from LAM would be huge, so then I would expect you to go to DVR, however if you went to CLN that should be safe due to the 'clearing of the skies' around your track just due to 7600 being selected.
2: to continue the heading for 3 minutes after selecting 7600, and then turn for the next suitable fix on your flight plan. By the time you have realised and selected 7600 you may be off route by a massive distance, so if going to DET or LYD makes more sense than going back to BKY then do that. Again, we'll see the squalk and will be clearing EVERY a/c within reasonable distance both above and below right out of the way so that whatever you do is covered. Unusually one happenned recently and the a/c went and held just outside CAS for a while before returning to the airfield of departure. In this case the pilot could be heard by ATC transmitting blind so we knew exactly what was going to happen, however even without this controllers wouldn't rule out the possibility of this happenning just because we are trained to expect the unexpected in such circumstances.
Mike Jenvey, if we could only say back "your own visual separation" to every call we get like that
