I understand the primciple behind ignition timing and have set up advance curves on multiple distributors, but there is something that I've always wondered abuot total timing.

Ok, advancing igniton timing is done because flame travel speed is a constant (or at least not the same rate of change as rpms) and RPMs change. That would mean that you need to speed up the flame travel speed or start it earlier (advancing). This much I understand.

Why is it that you stop advancing your ignition at 3000 RPMS or so? Wouldn't you want to continually advance your ignition as long as your RPMs increase?

In a perfect world probably. You have to remember that street driven, heck even strip driven cars operate over a wide margin of conditions. Load, air density, rpm, temperature all factor into the 'ideal' situation for combustion and more importantly detonation. Then there is a point where the flame travel is only so fast and no matter how early you start the combustion chamber design limits the physics of the event. And the valve events are fixed and non-adjustable on the fly (at least where OUR cars are involved) A F1 engine does as you say and is adjusted at every cycle for optimum performance. Not just timing but also individual valve openings. How much is their maximum, I doubt if some of their TEAM members even know. (Secret stuff goin' on there) Remember, its probably 2 to 3 million for the software development for one engine in one car with known conditions and EVERYTHING else is optimized in their world. Sure they get 7-800 HP out of 181 cu in, normally aspirated.... LOTS of magic goin' on there.