1. Why are Sea level standard day altitudes depicted alongside higher density altitudes? It is essential for the CFI & general aviation pilot to "gap fill" with the FAA Approved Pilot Operating Handbook (POH). The POH should be up to date with all revisions to capture a highly probable outcome.  High temperatures & high density altitudes are contemplated by way of FAA approved data. The data on this site gives you information with respect to the elusive standard day.
2. With respect to question one above, does this mean I should look at the performance section of my FAA approved POH? Yes. Keep in mind you lift off in "ground effect." The next segment is a positive rate of climb out of ground effect.  By looking at density altitude as a "performance limit," you are allowing for maneuvering while changing configuration (flaps-up) and the change of control settings (throttle, propeller control & mixture).  A transition is ahead. We must transition from takeoff climb to an efficient enroute climb.
3. Is this data FAA Approved? No, it serves only as a method to create a reasonable level of "conservatism" when other reliable data are not available.
4. Does the FAA recognize that "other reliable data" are not always available to pilots contemplating a high density altitude takeoff? Yes. The FAA is reliant on the use of the KOCH chart to adjust for the "all encompassing" effects of a high density altitude when other reliable information or valid data are not available.
5. Does the data on this website factor in the Koch chart? Yes.  Since the Koch chart does not assay velocity (TAS), time, or acceleration rate, a ratio-level "true-zero" graph can do this.  This site & my book, Aircraft Performance Explanation for Takeoff from a High Altitude Airport exposes these critical elements. You will not find this level of interpreted information anywhere!
6. Why isn't the Koch chart in your book, Aircraft Performance Explanation for Takeoff from a High Altitude Airport? The Koch chart is quantitative, but lacks a true zero point. The Koch chart looks at a magnitude like takeoff distance & expresses this parameter in feet (or if converted) in meters.  Runwaydata.com, LLC & my book seek the ratio level of measurement where we begin our takeoff roll at "time-zero"  & "velocity-zero" (ft/sec or m/s). From this vantage point, we assimilate the effects of acceleration & high density altitude true airspeed.  Both of these control parameters are often identified in terms of probable accident causation when overlooked or ignored. 
7. Are login privileges available to all pilots? Yes. But for 14 CFR Part 91.103 (b.)(2.), omitting the word "interpreted" in identifying "other reliable information," the CFI is normally consulted to gap fill & ascertain what FAA approved performance data really means.  Runwaydata.com, LLC supports the efforts & professionalism of the CFI community. The CFI in his/her local environment is able to provide a reasoned "explanation" as to what this data likely means in a particular high density altitude location. Your CFI will be able to "gap-fill" by presenting you "critical content" under these performance curves. It is often reasonable to wait until early morning or late evening, or even reduce payload and/or fuel load thereby decreasing weight to improve takeoff performance.
8. I still don't quite understand what you are trying to say in question 7 above? I watched a Discovery (or History Channel) presentation with respect to the selection process to be assigned to duty as a US Navy Blue Angel Pilot.  They showed Navy & Marine Corps interviewees meeting their interviewers the first time with all personnel wearing a similar military uniform.  This is intentional. The only purpose is to impose a brief fiction of equality. Here, I have identified the CFI as the high density altitude situational leader & expert.  This imposes an element of CRM ("crew resource management") where a procedure, coordinated effort & situational awareness can be resolved to a high level of judgment & decision making.  A fiction of equality for me would be an unethical assertion.  A CFI should always be consulted. The CFI "outranks" the high performance ATP pilot! One only read any NALL REPORT (issued yearly) to see that the ATP pilot is on equal par with the student pilot!  General Aviation airplane performance understanding is the issue, not the certificate one has privilege to excercise.
9. The runwaydata.com logo and the presentation of "wings," as well as a name tag, isn't this a sales gimmick? Only if you think it is.  It is optional for wear & purchase. But it does show membership where a logo, registered trademark, trade dress, copyright protection & a provisional patent are in process to suggest a high standard of care.  Your membership means "duty."  You never want anyone to infer or surmise you "breached" your duty.
10. Your graduate school qualifications are MS & EdS, what does this mean? My Master of Science degree is in Aviation Safety (Univ of Central MO [2004]). My Specialist in Education Degree is in Human Services & Technology Education (Univ of Central MO [2006]). This requires a background in crew performance & system application/technical analysis (pilot/flight engineer/dispatcher/ A&P Maintainer or the like).  This reflects the growing need to present interpreted information for those with a "need to know."  As such, I am engaged in continuing education.  In early 2009, I completed the Georgetown University "Mini-Medical School" during the spring semester.  Professionals always maintain appropriate memberships to ensure "good standing."
11. With respect to question 10 above, is crew resource management (CRM) finding its way in all professions? Yes. During the early 1980's a United Airlines DC-8 crew mismanaged a beneficial fuel quantity against a detrimental flight time.  An all engine flameout occured resulting in fatalities a few miles short of the Portland, Oregon airport. From this, UAL sought the expertise of the University of Chicago to identify probable causation.  But for this accident, Command Leadership Resource (CLR) Management was envisioned by United Airlines.  In furtherance, the industry promoted cockpit resource management, which has been revised modernly as crew resource management. Here, the word crew suggests anyone (basicly everyone) having a stake in aviation safety has membership (real or apparent) in a desired outcome (system safety).  Your login privilege is the only "CRM based" tutorial available that addresses this critical flying safety issue qualitatively & quantitatively.  I am an academic researcher who has identified an ongoing problem in pilot education. It is up to you to accept or reject this as other reliable information. 
12. By having login privileges, is this one of many ways to present myself as a member in "good standing" in the General Aviation (GA) community? Yes. While I am not a lawyer, it is my understanding that the professions are held to a higher standard of care. This means "errors of omission" are as consequential as "errors of comission." The login privilege is a membership protocol suggesting ongoing concern for takeoff safety. Best of all, it is inexpensive. For only $8.95 per year (less than purchasing one USAToday™ newspaper per month!) you achieve a relevant safety briefing anytime online.
13. As a CFI, I am concerned about "fair use" & copyright. How much of this can I use with a student? All of it. The copyright still belongs to Runwaydata,com, LLC. "Fair use" means that limited copying for the purpose of education & training are acceptable for your students. Selling & presenting this information "stand alone" as one's own could give rise to a federal cause of action for copyright infingement independent of Runwaydata.com.  There are two sovereigns, the federal courts & the state courts. Runwaydata.com could seek an injunction to order stopping the activity, and could seek damages (general, specific & possibly punitive) for egregious violations of copyright infringement. Here, there is no double jeopardy because state sovereignty is independent of the federal courts.
14. With respect to question 13 above, does this mean if a person, merchant or business entity were to purposefully, knowingly or negligently use copyright material that he/she could be culpable for a cause of action from a state and a federal court? Yes. So the actions of the CFI should always be reasonable & in good faith. 
15. Why don't you provide data for 9,000, 10,000 or even 12,000 feet density altitude or higher? That is what I really need! I do by way of my book mentioned above.  In the interest of safety (& not the bottom line) these higher altitudes require expert testimonials.  Sparky Imeson,CFI is likely the Instructor Emeritus on the subject.  He and others can be identified by way of a reasonable internet search. The prudent instructor will weave the theoretical with the practical.  I am glad to know that the general aviation community has great contributors who are there to save your life with their expertise & profound knowledge with respect to critical performance issues.
16. I noticed you have a guest book, any rules? To achieve a posting, your contribution should be absent anything that abuses the sensibility of any person. The focus here is simple, aviation safety.  I believe there is room for subjective thought & objective reasoning.
17. Do you intend to populate this site with recent accident/incidents involving various particular types/models? Yes. That is the purpose of your subscription. The FAA (NTSB or FBI)  will determine probable causation, but we can infer performance qualities (or lack thereof). The issue here is to analyze & apply knowledge by way of administrative regulations. We can do that with purposeful graphical depictions. I mentioned the FAA, NTSB & FBI because accident probable cause nominates a primary element like environmental, technical or criminal & usually identifies contributing factors.  
18. I am not comfortable with anything mathematical or in the realm of physics, do I need to know mathematics & physics to grasp what you are trying to present? To be a pilot, you should have people skills & technical skills.  A psychology professor properly advised me that my work is statistical & not mathematical.  I agree with the PhD psychologist because I do not think I need to teach you how to create a kinematic equation that forms the basis for my ratio-level graphs.  I do feel however, that each pilot must must make viable associations between weight, temperature & pressure.  Graphs are unambiguous and to the point, & they capture critical content.  If you feel a little rough about your mathematical prowess, I urge you to go to runwaydata.org and select the FREE math review tab! It is basic & to the point. I've have had men & women from here & abroad tell me that it helped them. I hope it helps you! 
19. What are the elements of 14 CFR 91.103 Preflight Action?

Sec. 91.103  Preflight Action.

    Each pilot in command shall, before beginning a flight, become
familiar with all available information concerning that flight. This
information must include--
    (a) For a flight under IFR or a flight not in the vicinity of an
airport, weather reports and forecasts, fuel requirements, alternatives
available if the planned flight cannot be completed, and any known
traffic delays of which the pilot in command has been advised by ATC;
    (b) For any flight, runway lengths at airports of intended use, and
the following takeoff and landing distance information:
    (1) For civil aircraft for which an approved Airplane or Rotorcraft
Flight Manual containing takeoff and landing distance data is required,
the takeoff and landing distance data contained therein; and
    (2) For civil aircraft other than those specified in paragraph
(b)(1) of this section, other reliable information appropriate to the
aircraft, relating to aircraft performance under expected values of
airport elevation and runway slope, aircraft gross weight, and wind and
temperature.

• Any chance of receiving this book directly from you?  Please read on! Signing a book involves packaging & re-packaging, dispatching & re-dispatching.  I have computed the cost of $102.11 as the reasonable cost to get this book to you via registered delivery (your signature is required).
• Also, can I have it signed by you? Yes. I would be delighted to sign your book. If it is a gift, please give me the name. The PayPal™ method is safe & confidential & you need not have membership. It will be dispatched from either Washington, DC or Fairfax County Virginia, Kent or Sussex County Delaware, or Levy County Florida. Thank you for your interest.  Please go to http://www.runwaydata.com if you need more details.

How many colors can you identify on the cover of my book? Beyond a master's degree, I completed the requirements for the degree of Education Specialist (EdS) in Technology Education & Human Services. Without the exceptional faculty of the University of Central Missouri; I would not have been able to present this critical information for your benefit. My academic color is presented as light blue, although my book listing is decidedly orange. Interestingly, my book has a visible orange stripe on the cover.

The professions below, as well as many others not listed; contribute to General Aviation Safety. Now you know the rationale for the selection of this book cover, aside from the obvious airplane, terrain feature & pilot with passengers.  This is a human factor consideration as well as an environmental/technological issue that must be addressed professionally.

Arts / Letters / Humanities - academic hood velvet: White
Business / Accountancy / Commerce - academic hood velvet: Drab (dull brownish or yellowish gray)
Communications / Journalism - academic hood velvet: Crimson (tiny degree of purple)
Economics - academic hood velvet: Copper (pinkish or peachy)
Education - academic hood velvet: Light Blue (technology education/human services)
Architecture - Brown
Forestry - academic hood velvet: Russet (brown with a reddish tinge)
Journalism - Communications / academic hood velvet: Crimson (deep red with some blue)

Engineering - academic hood velvet: Orange (as in mechanics > dynamics > aerodynamics, aircraft performance, flight test engineer or the like)

Dentistry - academic hood velvet: Lilac, pale shade of violet as in dental records (DDS/DMD for forensic sciences [x-ray, radiology] & accident investigation)
Law - academic hood velvet: Purple (as in aviation attorney Esq., JD, LLM [negligence, intentional acts, & product liability])
Medicine - academic hood velvet: Hunter Green (as in aeromedical examiner MD/DO flight surgeon])

Psychology - academic hood velvet: EdS (educational aviation psychologist) PhD Rich Royal Blue (as in aviation physiologist/psychologist)