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When ignition in the cylinder occurs before the optimum crankshaft position is reached, the timing is said to be early. If ignition occurs too early, the piston rising in the cylinder is opposed by the full force of combustion. This condition results in a loss of engine power, overheating, and possible detonation and preignition. 

If ignition occurs at a time after the optimum crankshaft position is reached, the ignition timing is said to be late. If it occurs too late, not enough time is allowed to consume the fuel-air charge, and combustion is incomplete. As a result, the engine loses power and requires a greater throttle opening to carry a given propeller load. 

Moisture forming on different parts of the ignition system causes more common irregularities. Moisture can enter ignition system units through cracks or loose covers, or it can result from condensation. Breathing, a situation that occurs during the readjustment of the system from low to high atmospheric pressure, can result in drawing in moisture- laden air. Ordinarily, the heat of the engine is sufficient to evaporate this moisture, but occasionally the moist air condenses as the engine cools. The result is an appreciable moisture accumulation which causes the insulation materials to lose electrical resistance. A slight amount of moisture contamination may cause reduction in magneto output by short-circuiting to ground a part of the high-voltage current intended for the spark plug. If the moisture accumulation is appreciable, the entire magneto output may be dissipated to ground by way of flashover and carbon tracking. Moisture accumulation during flight is extremely rare because the high operating temperature of the system is effective in preventing condensation. Difficulties from moisture accumulation are probably more evident during starting and ground operation. 

Spark plugs are often diagnosed as being faulty when the real malfunction exists in a different system. Malfunctioning of the carburetor, poor fuel distribution, too much valve overlap, leaking primer system, or poor idle speed and mixture settings show symptoms that are the same as those for faulty ignition. Unfortunately, many of these conditions can be temporarily improved by a spark plug change, but the trouble recurs in a short time because the real cause of the malfunction has not been eliminated. A thorough understanding of the various engine systems, along with meticulous inspection and good maintenance methods, can substantially reduce such errors. 

## Magneto-Ignition Timing Devices 

## Built-In Engine Timing Reference Marks 

Most reciprocating engines have timing reference marks built into the engine. The timing reference marks vary by manufacturer. [Figure 4-36]  When the starter gear hub is installed correctly, the timing marks are marked on it that 

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line up with the mark on the starter. On an engine that has no starter gear hub, the timing mark is normally on the propeller flange edge. [Figure 4-37]  The top center (TC) mark stamped on the edge aligns with the crankcase split line below the crankshaft when the No. 1 piston is at top dead center. Other flange marks indicate degrees before top center. 

Some engines have degree markings on the propeller reduction drive gear. To time these engines, the plug provided on the exterior of the reduction gear housing must be removed to view the timing marks. On other engines, the timing marks are on a crankshaft flange and can be viewed 

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