CHAPTER 6

CHAPTER 6 IGNITION SYSTEM

CONTENTS

PAGE

Faradays Law

02

The magneto System

04

Dynamo/Alternator System

06

Distributor

08

Electronic System

10

Spark Plugs

12

IGNITION SYSTEM Faradays Law

Each time the soft iron core is magnetised and also then
demagnetised, an EMF is generated in the primary coil
windings.

The Law
The induced electromotive force or EMF in any closed circuit
is equal to the time rate of change of the magnetic flux
through the circuit

This power is used to generate an EMF in the secondary

windings (the greater the number of turns of wire in the
secondary windings the greater the power generated), which
is used to provide the spark in the spark plugs, the correct
timing and sequence being controlled by the Distributor, see
pages 04 and 08.

Principal of Operation
Put simply: - everytime a magnetic field (flux) passes through
the wires of a circuit, a pulse of electricity (EMF) is generated
in those wires.
This happens both when the magnetic field builds up and
when it collapses. Continuously passing magnets close to
wires will continuously produce pulses of electricity; this is
how a Magneto generates power.
Magnetic field lines of force flow from the magnets north pole
through the soft iron core to the south pole. The magnetic pole
positions are continuously (resulting in a magnetic flow
through the soft iron core in one direction, then no flow, then
the flow reversed etc) changed by mechanical drive from the
engine rotating the rotor with the magnets attached. For each
rotation of the rotor, the magnetic field in the soft iron core will
build and collapse four times
The coil and ignition circuit consist of two sub-circuits: the
primary windings, which carries low voltage; and the
secondary windings, where the high voltage pulse is
generated.

Magneto Operation
Secondary
Windings

Primary
Windings

Coil
EMF Produced

EMF Produced

No EMF

Soft Iron
Core

Rotor and
Magnets

Coil
Windings

IGNITION SYSTEM Faradays Law

3

Volt
Meter

IGNITION SYSTEM Magneto System

When the points are opened by the cam, the primary winding
flow stops, causing the magnetic field generated in the
primary winding to collapse and cut across the thousands of
turns in the secondary winding. This collapse immediately
induces a high voltage current in the secondary winding,
which is directed by the rotor arm to the spark plugs. This
power surge is sufficient to produce a spark at the plugs,
thereby igniting the air/fuel mixture.

Aircraft Systems
In aircraft the magneto provides power only for ignition, and,
for safety reasons, two completely separate systems are
installed. Each system can be selected individually, or both to
operate at the same time.
System Operation
Magneto is a complete ignition system in a single unit (except
the spark plugs and ignition switch) consisting of the power
generation, spark generation and distribution components.

Condenser (or Capacitor)

The condenser or capacitor has two functions: -

Contact Breaker Points

1. The condenser absorbs power generated when the

magnetic field in the primary windings collapses. This
energy could cause arcing and pitting on the contact
breaker points, absorbing this energy suppresses the
arcing.

Inside the unit is an engine driven shaft, geared to rotate at

half engine speed. On the shaft is a four lobe cam (for a four
cylinder engine), and mounted on the top end is a rotor arm
inside the cap; the cap holds the output terminals connected
to the spark plugs via high tension leads.

2. The absorb power is then discharged on the rebound next

time the contact breaker points open causing the magnetic
field in the coil to collapse far quicker giving a much
stronger spark at the spark plugs.

As the cam rotates, the lobes open and close the points four
times per distributor shaft revolution. The rotor arm directs the
spark surge via the output terminals in the cap and high
tension cables to each spark plug in the correct sequence for
the combustion stroke i.e. in a four cylinder engine - 1, 3, 4, 2.

Note 1: The foregoing descriptions of the contact breaker,

condenser and rotor arm operation are the same for all
mechanically timed ignition systems.

Spark Generation
When ignition switch is in the on position and the points are
closed, current flows from the primary windings through the
airframe (earth side) back to the magneto, completing the
circuit.

Note 2: The description of the spark generation via a coil is

the same in all systems.
.

Rotor Arm

Magneto Unit
Spark Generation
Condenser

Power
Generation
Coil
Distribution
Contact
Breaker

Magneto

Ignition
Switch

IGNITION SYSTEM Magneto System

5

IGNITION SYSTEM Dynamo/Alternator System

In the dynamo and alternator systems the battery provides the
power to the primary windings in the coil unit. The battery is
continuously re charged by the dynamo ( on earlier systems)
or the alternator (on later systems).
The operation and interaction of the coil primary and
secondary windings, the points, condenser and rotor arm are
the same as described previously on page 04.
Generally these systems feature the following: One coil, with the primary and secondary windings, plus a soft
iron core which concentrates the magnetic field.
One engine driven distributor, containing the condenser,
points and rotor arm; and other features, see page 08 for
more details.
Some systems have multiple coils and or distributors.
Typically, V engines feature a distributor and a coil for each
bank of pistons.

Distributor
Condenser
Coil
Secondary
Windings

Primary
Windings

Ignition
Switch

Contact
Breaker

Dynamo/
Alternator

Battery

IGNITION SYSTEM Dynamo/Alternator System

7

IGNITION SYSTEM Distributor

vacuum in the engine inlet manifold, near the carburettor
throttle valve, when cruising at part throttle to further advance
the ignition timing by up to 20 degrees. This generally
increases fuel economy particularly with weaker mixtures.

The Distributor consists of the following components: The drive shaft driven by the engine (usually off the
camshaft) which rotates inside the body. The shaft is in two
parts, the lower part drives to upper part through a centrifugal
advance mechanism.

The Cam, Contact Breaker Points, and Condenser

Operation as described on page 04.

Centrifugal Advance Mechanism consisting of weights

held inwards by spring force and thrown outwards by
centrifugal force overcoming the spring force. This alters the
position of the cam (integral with the top part of the shaft)
relative to the input drive shaft (crank angle and of course the
piston position). This can alter the ignition advance by up to
30 degrees.

The Cap clipped to the top of the body. Inside are the output
terminals an high tension connections on the outside.
The Rotor Arm a single position push fit onto the upper end
of the drive shaft. This rotor connects the high tension pulse
from the coil secondary windings through the distributor cap
mounted terminals and high tension cables, to the right spark
plug.

This is required at higher engine speeds because of the speed

of air/fuel mixture combustion.

Initial timing set up

The engine runs more efficiently when maximum expansion of

the burnt gasses occurs just as the piston is starting its
downward power stroke.

The distributor is held in place by a clamp, loosening the

clamp allows the whole distributor to be turned in its mount.
This is usually set by aligning the No1 piston at just before
TDC (timing marks are provided to ensure correct positioning),
and then moving the distributor until the contact breaker points
just open. Tighten up the clamp ensuring the distributor
doesnt alter its angle.

At idle, this is achieved with the ignition occurring at about 5

degrees before top dead centre, (TDC). At higher speeds, the
fuel air mixture does not burn faster, so the ignition point
needs to be advanced to start the combustion process earlier.
Vacuum Advance Mechanism
This mechanism consists of a plate, on which the contact
breaker points and condenser are mounted, and which its
angular position is changed by the vacuum advance unit,
attached to the outside of the body. This is sensing the partial

Typical
Distributor

Vacuum Advance
Adjustable
Plate

Diaphragm
Vacuum
Chamber
Cap

Points
Body

Inlet
Pressure

Cam

Adjuster

Centrifugal
Advance
Input
Shaft

Centrifugal
Weights

IGNITION SYSTEM Distributor

9

IGNITION SYSTEM Electronic Systems

Mechanically timed ignition systems suffer some limitations as
follows: -

Engine Management Systems (EMS)

With the development of fuel injection system (because of
emission control legislation) it became logical to combine fuel
and ignition control in one system.

The contact breaker points deteriorate and need regular

resetting and cleaning.

The ECU in these systems receive numerous signals from

around the engine such as engine speed, crankshaft position,
airflow, throttle position engine and air temperature, unused
oxygen in the exhaust gases amongst others.

Contact breaker current is limited to about 5 amps or arcing

occurs; this limits the spark at the plugs.
At higher revs the points can bounce on the cam when they
close; this can weaken the spark.

The ECU compares these inputs with data or maps preloaded into its memory, and can supply the correct amount of
fuel and precisely time the ignition to ensure the most efficient
combustion of the air/fuel mixture.

At higher revs the points are close for a very short time (called
the dwell angle) this produces a weaker spark. This is worse
on six or more cylinder engines.
Despite these problems, these systems where used almost
universally until the 1970s when electronic systems started to
appear.

Commonly, on most systems, each spark plug now has its

own coil which can produce a current of approximately
30,000volts at the spark plugs.

Electronic Systems Operation

Advantages

These systems initially continued to use the mechanical

contact breaker points, but at very low trigger currents; and
only as crank angle position switches.

AS well as efficient combustion of precisely the correct

amount of fuel, these systems have become extremely
reliable and almost maintenance free, apart from having to
changing components when they fail.

Now the distributor as previously described has all but

disappeared, to be replaced by a solid state timing sensor
and an Electronic Control unit (ECU). The timing sensors were
either optical or more commonly a magnetic system.
The ECU switches a large flow of current through the coils,
creating the spark. The unit also ensures the correct firing
sequence.

10

Engine Speed Sensing Unit

Timing
Sensor

Timing
Disc

Control Unit

Ignition
Switch

Coil
Packs
Alternator

Battery

IGNITION SYSTEM Electronic Systems

11

IGNITION SYSTEM Spark Plugs

The length of the ceramic insulator around the centre
electrode i.e. cold or hot plugs

The first commercially available spark plug was invented in

1902 and although detailed changes have been made, the
basic construction has been the same since then.

Cold plugs have a short insulator, which allows heat to be

transferred to the engine easily. Used in high performance
engines to prevent pre-ignition* through over heating

Operation
Simply, when supplied with a high voltage pulse, a spark
jumps across from the inner to the outer electrode.

Hot plugs have a long insulator which has a longer heat flow
path, therefore the immersed end of the plug gets hotter. Used
in low performance engines where the higher plug
temperature burns off any deposits reducing the possibility of
pre-ignition.

For good performance, the gap needs to be set correctly; too

far apart and the spark may not jump the gap, too close and
the spark may not be big enough to initiate combustion.
The gap can increase due to erosion and could be bridged by
contaminants as a result of the combustion process.
Regular cleaning and gap adjustment is necessary.

*Pre-ignition is where the air/fuel mixture is ignited by

extremely hot deposits before the spark can initiate
combustion.

Cleaning is best achieved by fine grit blasting; small mains or

battery powered units are available.
Adjustment is by moving the outer electrode.
In most systems, the gap is set between 0.5mm to 1.0mm,
commonly about 0.75mm; the actual gap setting can be found
in the maintenance manual or owners handbook.
Plug Types
Variances in plug design are necessary to be able to fit
different engines, therefore in is essential the correct plug is
used.
Differences can be as follows: Thread length, type and diameter.

12

A
Cap
Connector

Ceramic
Body

Hexagon

Seal

Outer
Casing

Centre Electrode

Copper Sealing
Gasket
Securing
Thread

Gap

Outer
Electrode

These surfaces
must be clean

IGNITION SYSTEM Spark Plug

13