How to Print a MyFlightbook Logbook for an Airline Interview
A MyFlightbook export can look correct at first glance, but longer entries may spill onto additional sheets or create awkward page breaks. MyFlightbook explains that its flights-per-page setting is approximate because row heights vary with comments, properties, images, and signatures. Its official printing guide also notes that endorsements uploaded as separate PDFs cannot be embedded in the generated logbook PDF and must be printed separately.
That means the job is not finished when the PDF downloads. Before using a MyFlightbook logbook for an airline interview, verify the underlying record, choose a workable layout, inspect the complete PDF, and test the physical print.
This guide shows you how to print a MyFlightbook logbook for an airline interview from start to finish. It includes PilotAudit’s production-tested MyFlightbook settings, the tradeoffs between USA (Facing Pages) and Continuous layouts, a page-by-page preflight process, and the right sequence for signing, printing, binding, and tabbing.
MyFlightbook features and menu paths in this article were checked against the official MyFlightbook website, FAQ, and developer blog in August 2026. An airline’s current interview-document instructions always take priority over general guidance.
Recommended MyFlightbook Print Settings for an Airline Interview
If you want a traditional U.S. airline-interview binder, start here:
Layout: USA (Facing Pages)
Paper: US Letter
Orientation: Preview landscape first
Left and right margins: 20 mm, or 2.0 cm
Top and bottom margins: Start with the MyFlightbook defaults
Page numbering: Page number only
Aircraft display: ICAO only
Previous-page totals: Do not repeat them in each page subtotal
Name and address: Do not repeat them on every page unless requested
Rows per page: Start at 15
Row height: Start with Auto
Flight Summary: Include it at the end
Highlighting or flight coloring: Leave it off for the production PDF
Output: Download a PDF; do not approve the logbook from the browser preview alone
These are PilotAudit production settings, not MyFlightbook rules or FAA requirements. A practical rows-per-page range is often 11 to 22, but the right number depends on the length of your remarks, the properties you include, and whether signatures or images appear in the grid.
If facing-page pagination keeps producing blank, crowded, or spillover pages, preview Continuous before forcing the traditional layout to work. MyFlightbook recommends Continuous when simple pagination matters more than page-by-page subtotal blocks.
The Complete Process at a Glance
Read the airline’s current logbook and interview-document instructions.
Back up MyFlightbook, run Check Flights, and reconcile the totals that matter.
On the MyFlightbook website, open Logbook → Print View or Printing.
Choose USA (Facing Pages) or Continuous based on the final presentation you need.
Configure the paper, margins, aircraft display, columns, remarks, and row controls.
Include the final summary and endorsements, accounting for uploaded PDF endorsements separately.
Download the PDF and inspect every page or spread before signing or printing.
Print a short duplex proof; then print, bind, sign when required, and add useful tabs.
Do not format ahead of the evidence. Finish the data review, lock the export, and give the printer only the version that passed inspection.
Before You Export: Protect and Check the Record
Formatting cannot rescue an incomplete or unsupported record. Before working on the layout, confirm what the airline wants, preserve the source data, and investigate the entries most likely to raise questions.
Read the carrier’s instructions first
Look for requirements covering the date range, original paper logbooks, simulator or training-device records, signatures, electronic files, checkrides, rechecks, endorsements, and hour milestones. If a direction is unclear, ask the recruiter or interview contact. A pilot’s experience at another airline—or at the same airline several years ago—is not a substitute for the current checklist.
This matters especially when older paper entries were transcribed into MyFlightbook. A new PDF does not recreate the original handwriting, instructor signatures, or endorsements. In a 2026 MyFlightbook article about airline logbook review, the developer described one airline’s request that applicants bring the original paper books supporting transcribed electronic records. That is not a universal airline policy, but it is a good reason to protect your source books and bring them whenever requested.
14 CFR § 61.51 identifies information pilots must document for applicable training and aeronautical experience. A cleaner presentation does not change the pilot’s responsibility for the entries behind it. For help deciding how the two formats should work together, see Paper vs. Digital Logbooks for Airline Interviews.
Save a dated backup
On the MyFlightbook website, go to Logbook → Download and save a current spreadsheet copy before correcting entries or changing how information is organized. Use a clear filename, such as:
LastName_MyFlightbook_Backup_2026-08-18.csv
Keep it somewhere separate from the device you normally use. The printable PDF is not a substitute: it preserves the appearance of the record, while the spreadsheet preserves structured flight data that is easier to review or rebuild from.
Run Check Flights, then use judgment
MyFlightbook says its Check Flights tool performs more than 150 checks for potential issues and logging practices. A flag is a prompt to investigate, not proof that an entry is wrong.
For each relevant result, open the entry and compare it with the best source available—such as an original logbook page, schedule, trip sheet, training record, or aircraft record. Decide whether the item is inaccurate, unusual but valid, or simply needs an explanation. Change only what the evidence supports.
Useful areas to examine include missing aircraft identifiers, simulator details, approach information, duplicate imports, and simulator time appearing in aircraft-time fields. Do not erase an unusual but accurate event merely to make the logbook look cleaner.
Reconcile the totals the airline will compare
Use the same ending flight and cutoff date in MyFlightbook and the airline application. Then compare the categories the application actually requests, which may include total time, PIC, SIC, turbine, jet, single-engine, multiengine, cross-country, night, instrument, and simulator time.
A mismatch does not prove either record is wrong. Common causes include different cutoff dates, rounding, starting totals, imports, aircraft classifications, or category definitions. Find the reason and preserve the explanation instead of forcing supported entries to match a target.
If the numbers disagree, use this guide to paper and digital logbook total mismatches to find the first point where they diverge. Pilots who want a second set of eyes can use PilotAudit’s Professional Pilot Logbook Audit. The review flags totals, categories, entries, and supporting information for the pilot to verify; it does not invent or silently alter flight data.
Open Print View and Choose the Right Layout
Use the MyFlightbook website for the full printing workflow. The official printing FAQ directs users to Print View under the Logbook tab; the destination may also appear as Printing, depending on how you reach it.
MyFlightbook offers a printer-optimized browser view and a PDF. Choose the PDF for a final interview copy. As the official MyFlightbook printing guide explains, browsers can handle printed HTML differently. A downloaded PDF gives you a stable file that can be inspected, reproduced, and sent to a printer without another browser reflowing it.
You can save a configured print view using MyFlightbook’s link icon and bookmark the resulting URL. Do that only after the PDF passes inspection; saved settings do not guarantee that future entries will paginate the same way.
USA (Facing Pages)
Start with USA (Facing Pages) when you want the familiar left-and-right presentation of a traditional professional logbook. PilotAudit uses it for many printed interview binders because it reads naturally when printed double-sided.
The tradeoff is pagination. MyFlightbook must place a requested number of flights and subtotal information into fixed pages, but the flights do not occupy equal amounts of space. A long remark, multiple properties, an image, or a signature can make one row much taller than another. That is why a setting that works on most pages can still produce a sparse, blank, or spillover page elsewhere.
Continuous
Choose Continuous when easy pagination and efficient use of paper matter more than traditional per-page subtotals. Entries flow based on their actual height, so there is less pressure to make a variable record fit fixed page blocks. MyFlightbook identifies this as the simplest option for pagination.
Neither layout is inherently more accurate. Use the one that satisfies the airline’s instructions, keeps the required fields readable, and survives a full-PDF review.
Configure the PDF for a Clean Binder
Once you select the layout, configure for legibility and the physical binding—not for the maximum possible number of columns.
Paper, orientation, margins, and page numbers
Use US Letter for a typical U.S. interview binder. Start with 20 mm (2.0 cm) left and right margins and the default top and bottom margins. That leaves useful room for holes, posts, rings, or a coil without sacrificing too much width.
Preview landscape first. MyFlightbook’s printing guide notes that landscape generally works well, but your final PDF and physical proof should decide. Select page number only unless the employer has asked for additional repeated information.
Before a full print run, make sure the actual binding hardware will not cover the inside columns. The PDF margin is only useful if the printer reproduces it at the intended scale.
Aircraft display and repeated information
Set the aircraft make/model/variant display to ICAO only. The MyFlightbook FAQ recommends this compact display to reduce wrapping. Also leave Repeat previous page totals in subtotals for each page off and avoid repeating your name and address on every page unless the airline requests it.
Keep clear ownership information on the cover or opening page and include the final Flight Summary. The objective is to remove redundant material from the flight grid, not to make the record anonymous.
Columns, properties, images, and signatures
Include what helps a reviewer understand the record. MyFlightbook supports optional columns in certain layouts, and its 2026 airline-review article notes that Turbine/PIC and Turbine/SIC may be useful in an airline context.
Do not add every available property simply because it exists. Personal tracking fields can be valuable in the electronic record yet make the printed grid harder to scan. Images and embedded signatures also increase row height. Include them only when they support the interview record or satisfy a stated requirement.
If adding a column makes the heading, values, or remarks difficult to read, the page has not become more complete—it has become less usable.
Control Rows, Remarks, and Page Breaks
Rows per page is the setting most likely to mislead you. For USA (Facing Pages), begin at 15, generate the entire PDF, and inspect the most crowded pages. In PilotAudit production work, a practical result often falls between 11 and 22 rows, but that range is not a quality score. Eleven long training entries can need more room than 22 short airline legs.
Reduce the row count when a row spills onto an extra page, a blank page appears inside a spread, or remarks and totals feel crowded. Increase it only when the fullest pages still have excessive unused space and remain comfortably readable.
Do not try to make every page equally full. MyFlightbook explains that the selected number is approximate because the final row heights are not known perfectly before rendering.
Auto versus fixed row height
Start with Auto. It gives variable-length remarks and properties the room they need, although the pages may look less uniform.
A fixed two- or three-line height can produce more consistent rows but can also clip a longer entry. If you use a fixed setting, three lines is usually safer than two, though it creates more white space. Search the PDF for several known long remarks and inspect each full row. If any text is missing, return to Auto or increase the height.
White space is cosmetic. Missing record content is not.
MyFlightbook’s print-only remark controls
MyFlightbook documents two controls that can be placed inside a flight comment:
/// hides the text that follows it from printed views.
///-- adds a page-break instruction in addition to hiding the trailing printed text.
These controls can keep a private, irrelevant trailing note out of the printout or help isolate a natural section break without deleting the underlying electronic text. Because a forced break interacts with the chosen layout, verify exactly where the next entry begins in the generated PDF.
Never use a print-only marker to conceal an event that should be disclosed or explained. It is a presentation control, not a correction.
Fast fixes for common MyFlightbook PDF problems
Blank or overflow page: Lower rows per page; if the issue persists, test Continuous.
Clipped remark or property: Use Auto row height or allow more lines.
Crowded aircraft field: Switch the aircraft display to ICAO only.
Dense or unreadable grid: Remove optional columns or properties that do not help the reviewer.
Dark printed rows: Disable highlighting or flight coloring and make a new proof.
Binding covers data: Increase the side margins or change the binding plan.
Change one variable at a time, regenerate the PDF, and return to the same problem page. Otherwise, it is difficult to know which setting fixed—or created—the issue.
Include Totals and Endorsements Without Surprises
Select the final totals or Flight Summary and the endorsements you intend to present. After export, confirm that they actually appear; checking a box is not the same as verifying the output.
MyFlightbook notes an important exception: an endorsement uploaded as its own PDF cannot be embedded inside the generated logbook PDF. Print or preserve that document separately and place it in a clearly labeled endorsement section if appropriate. Keep original paper pages that contain the source instructor signatures or endorsements.
Leave MyFlightbook highlighting or flight coloring off for the production print unless you have tested the exact result. Some printer and PDF combinations can turn colored fills into dark blocks that reduce contrast. A clean grid plus physical tabs is usually more dependable for checkrides, type ratings, and milestones.
Export the PDF and Inspect What Will Actually Print
Download the file with a name that records its source and cutoff date:
LastName_FirstName_MyFlightbook_Through_2026-08-18.pdf
Open that saved file in a dedicated PDF viewer at a readable size. Do not approve it from a thumbnail or a small browser preview.
Begin with five anchor points: the first expected flight, the last expected flight, a flight from each major phase of your career, the longest remark you can identify, and at least one checkride or training event you plan to tab. This quickly exposes an unintended date filter, missing block of records, or clipping problem.
Then review the complete file:
Confirm the correct pilot name and identifying information appear where intended.
Find any starting-total or balance-forward entry.
Make sure pages are complete, unique, and in order.
Check dates, aircraft identifiers, routes, crew information, remarks, properties, and time values for clipping.
Inspect every facing-page spread, especially around long rows and page breaks.
Confirm the page numbers, headings, subtotal areas, and inside margins remain usable.
Locate the Flight Summary and compare its totals with the approved MyFlightbook cutoff.
Recheck application categories that use special definitions or exclude certain time.
Verify simulator and non-flight records are included or separated intentionally.
Open every endorsement section and list any uploaded PDF endorsements that must travel separately.
Uneven white space is normal when row heights vary. Missing text, duplicated pages, incorrect order, or a binding margin that covers data is not.
If a flight entry needs correction, fix it in MyFlightbook and export a new PDF. Do not type over the value in a PDF editor; that disconnects the interview copy from the electronic record supporting it.
Choose Paper Signatures or Digital Attestation
Decide how the final record will be signed before printing or modifying the PDF. Follow the airline’s current directions; one method is not guaranteed to satisfy every employer or use.
For paper updates, MyFlightbook supports Resume from last printout on the What to include tab, allowing newer pages to be printed without recreating the entire book. If wet-ink signatures are requested, sign the specified pages only after the final print is complete and the sequence has been checked.
For electronic delivery, MyFlightbook introduced PDF attestation in January 2026. Its official digital-attestation announcement says the download is a ZIP containing the logbook PDF and a separate attestation PDF. The attestation includes the pilot’s intentional signature action and a SHA-256 hash of the logbook file.
That hash lets the recipient test whether the logbook PDF still matches the attested version. Any change—including optimization, annotation, merging, or page reordering—changes the file and breaks the match. If you use attestation:
Keep the logbook and attestation PDFs together.
Do not edit the attested logbook PDF.
Retain the verification instructions supplied with the attestation.
Generate a new package after any correction or new export.
Confirm that the receiving airline accepts the method.
MyFlightbook developed the feature with FAA Advisory Circular 120-78B in mind. The FAA describes that circular as an acceptable means of guidance for electronic signatures and recordkeeping, not the only means or a universal airline-interview rule.
Print a Proof, Then Build the Final Binder
Print four to six representative pages before committing to the full logbook. Include an opening page, a dense spread, a long remark, and a page near the final totals. Use the same printer, paper, duplex settings, scale, and binding plan intended for the final copy.
Check that:
The printer uses the PDF’s actual paper size and does not apply unexpected scaling.
The type remains readable on paper.
Left and right pages form the intended spread.
Duplex pages flip in the correct direction and the reverse is not upside down.
Print on the reverse does not create distracting show-through.
Punches, rings, posts, or a coil do not cover data.
Highlighting or shaded elements retain enough contrast.
Printer drivers label duplex choices differently, so the physical proof—not a generic “long edge” or “short edge” instruction—should determine the setting.
Once the proof passes, print the exact approved PDF. Keep sheets in file order, use clean opaque paper, and choose a binding that opens flat. Add a restrained cover or index only if it improves navigation. Preserve original source books and any endorsements that had to be printed separately.
PilotAudit specializes in professionally printed, tabbed pilot logbooks for airline interviews. Its Professionally Printed Interview Logbook service handles MyFlightbook formatting, printing, binder organization, and presentation review for pilots who want a logbook-specific provider rather than a general document printer. Questions are flagged for the pilot instead of being silently altered.
Add only tabs that help a reviewer move through the record. Follow the airline’s list first; useful candidates may include checkrides, rechecks when requested, certificates, type ratings, instructor endorsements, ATP milestones, requested hour milestones, and the most recent flight. Place each tab so the event is visible when the section opens and no data is covered. See What to Tab in Your Pilot Logbook for an Airline Interview for a complete tabbing system.
Final Go/No-Go Check
Do not send the logbook to print until all of these are true:
A current spreadsheet backup is stored separately.
Relevant Check Flights results have been investigated.
Important application totals match or have a documented explanation.
The intended first and last flights are present.
Every PDF page or spread has been checked for clipping, duplication, blank pages, and order.
The Flight Summary and required endorsements are present, with uploaded PDFs handled separately.
The signature or attestation method matches the recipient’s instructions.
A physical duplex proof has passed with the final printer and binding plan.
At that point, you have an approved interview record—not merely a PDF that happened to generate.
Frequently Asked Questions
Which MyFlightbook layout is best for an airline interview?
There is no universal requirement. USA (Facing Pages) is a strong starting point for a traditional U.S. binder, while Continuous is easier to paginate and uses space efficiently. Follow the airline’s directions and choose the layout that keeps your required information readable throughout the entire PDF.
How many rows per page should I use?
Start with 15 in USA (Facing Pages), then review the finished PDF. A practical production range is often 11 to 22, depending on remarks, properties, columns, images, and signatures. Lower the number if rows spill or pages break awkwardly.
Why does MyFlightbook create blank, short, or overflow pages?
Flight rows have different heights. Long remarks and properties may not fit neatly into the fixed page blocks used by a facing-page layout. Reduce rows per page, remove unnecessary fields, use ICAO-only aircraft display, or switch to Continuous. Regenerate the PDF after each change.
Should I use Auto or a fixed row height?
Auto is the safest starting point because it accommodates entries of different lengths. A fixed height may look more uniform but can clip text. If you use two or three lines, inspect every known long entry; three lines provides more room but may add white space.
Does the MyFlightbook PDF include every endorsement?
Not automatically. Selected MyFlightbook endorsements can appear in the output, but an endorsement uploaded as a separate PDF cannot be embedded into the generated logbook PDF. Preserve and organize those uploaded PDFs separately, and keep original signed paper records.
Should I sign the printed pages or use digital attestation?
Use the method the airline requests. Wet-ink signatures may be appropriate for a physical binder. MyFlightbook’s digital attestation can support electronic delivery, but the attested logbook PDF must remain unchanged and the recipient must accept that method.
Can PilotAudit review and print a MyFlightbook logbook?
Yes. PilotAudit’s Pilot Interview Logbook Prep Package combines a pilot-focused review of customer-provided records with a professionally printed, organized, and tabbed interview binder. Audit and printing services are also available separately.
The Bottom Line
A strong MyFlightbook interview logbook comes from controlling the whole path from flight record to physical binder. Start with a backup and verified totals, use a layout that fits the purpose, and give variable-height entries enough space. Most importantly, inspect the exported PDF—not just the settings screen—because that file is what the interviewer and printer will actually see.
USA (Facing Pages) and Continuous can both produce a professional result. Facing Pages rewards careful proofing; Continuous reduces pagination friction. Choose based on the airline’s instructions and the complexity of your record, not appearance alone. The best final copy is complete, internally consistent, supported by its source records, and easy for a reviewer to navigate.
Official Sources Used
MyFlightbook FAQ: Printing, pagination, and comment controls
FAA AC 120-78B: Electronic Signatures, Electronic Recordkeeping, and Electronic Manuals
PilotAudit’s specific recommendations for USA (Facing Pages), margins, rows per page, row height, highlighting, proofing, and binding come from its production workflow with MyFlightbook exports. MyFlightbook’s interface and options can change, so confirm the current workflow through the official links above.
