I noticed in Why is “clearway minus stopway” used in V1 adjustments? that a stopway and an EMAS are both indicated by yellow chevrons:

^{Same Opa-Locka stopway on the left, and San Diego EMAS on the right. Source: Google Maps}

I believe the EMAS could somehow damage the aircraft (e.g. the nose gear). This would be acceptable as this is a last resort choice to prevent exiting the runway in an overrun, and likely more serious consequences.

^{EMAS in use. Source: flysfo.com}

In the other question it is mentioned that a stopway mustn't damage the aircraft. So my first question was What is the difference from a regulation point of view? And how the pilot can know if this is a stopway were braking is desired, or an EMAS where thrust reversers might be hazardous.

However I thing it could be interesting to open the scope and get a more complete view, so my questions are more:

• How do pilots use non regular runway portions such as clearway, stopway, EMAS, displaced threshold, and possibly more of this kind if it exists?

• Is there some regulation which limits them for taking off, taxiing, or landing?

I noticed in Why is “clearway minus stopway” used in V1 adjustments? that a stopway and an EMAS are both indicated by yellow chevrons:

^{Same Opa-Locka stopway on the left, and San Diego EMAS on the right. Source: Google Maps}

I believe the EMAS could somehow damage the aircraft (e.g. the nose gear). This would be acceptable as this is a last resort choice to prevent exiting the runway in an overrun, and likely more serious consequences.

^{EMAS in use. Source: flysfo.com}

In the other question it is mentioned that a stopway mustn't damage the aircraft. So my first question was What is the difference from a regulation point of view? And how the pilot can know if this is a stopway were braking is desired, or an EMAS where thrust reversers might be hazardous.

However I thing it could be interesting to open the scope and get a more complete view, so my questions are more:

• How do pilots use non regular runway portions such as clearway, stopway, EMAS, displaced threshold, and possibly more of this kind if it exists?

• Is there some regulation which limits them for taking off, taxiing, or landing?

I noticed in Why is “clearway minus stopway” used in V1 adjustments? that a stopway and an EMAS are both indicated by yellow chevrons:

^{Same Opa-Locka runway on the left, and San Diego on the right.}

I believe the EMAS could somehow damage the aircraft (e.g. the nose gear). This is acceptable as this is a last resort choice to prevent exiting the runway in an overrun, and likely more serious consequences.

^{Source: flysfo.com}

In the other question it is mentioned that a stopway mustn't damage the aircraft. So my first question was what is the difference from a regulation point of view? And how the pilot can know if this is a stopway with braking possibilities, or an EMAS where thrust reversers might be prohibited.

But I prefer to open the scope and get a more complete view of regulation and use by the pilots (including landing) for non regular runway portions: clearway, stopway, EMAS, displaced threshold, and possibly more of this kind if it exists.

I noticed in Why is “clearway minus stopway” used in V1 adjustments? that a stopway and an EMAS are both indicated by yellow chevrons:

^{Same Opa-Locka stopway on the left, and San Diego EMAS on the right. Source: Google Maps}

I believe the EMAS could somehow damage the aircraft (e.g. the nose gear). This would be acceptable as this is a last resort choice to prevent exiting the runway in an overrun, and likely more serious consequences.

^{EMAS in use. Source: flysfo.com}

In the other question it is mentioned that a stopway mustn't damage the aircraft. So my first question was What is the difference from a regulation point of view? And how the pilot can know if this is a stopway were braking is desired, or an EMAS where thrust reversers might be hazardous.

However I thing it could be interesting to open the scope and get a more complete view, so my questions are more:

• How do pilots use non regular runway portions such as clearway, stopway, EMAS, displaced threshold, and possibly more of this kind if it exists?

• Is there some regulation which limits them for taking off, taxiing, or landing?