PA32 pilot reports needing external power to start due to weak battery. When the gear handle is raised after takeoff total electrical failure occurs. First landing attempt prompts red light from Tower. While troubleshooting away from the airport electrical power slowly returns to normal.

Narrative

As I completed my external and internal checklists; I found my propeller was starting very sluggishly. Attributing this to the cool (36 degrees) early morning and not preheating the engine. Not wanting to 'kill' the battery; I called FBO services to give the plane a 'jump.' When the service man questioned our system; I opened (in his presence) the Pilot Operating Handbook confirming a 14 volt system. I requested a 12 volt jump. The Pilot Operating Handbook also gave specific directions for starting the engine with external power; which I followed. The engine started under external power; the ammeter read normal and all systems appeared normal. The taxi and run-up were all normal including all engine gauges reading in the green or normal. The takeoff roll was uneventful until I moved the gear lever up. At that point all electrical power was lost. This included the radios; gear indicator lights; transponder or anything electrical. I turned the plane to fly in the traffic pattern; waggled (rocked) my wings to indicate to Tower I wanted to land; moved the gear lever to the down position; but with no lights I was not sure of the gear status. On downwind I engaged the emergency gear lever; but I felt no change and was not sure of the gear's status. I waggled the wings again to notify Tower and the tail to jar the gear down. But with no indicator lights; I was not sure the landing gear was fully down and locked. I did gear a 'Green' light from the Tower. I turned base and final. On short final near the threshold; the Tower signaled a 'Red' light. I also took that signal to tell me something they saw was not correct (like no landing gear). I circled in the pattern 1 additional time with no light signal. My thought now was to leave the pattern; and fly the plane to a holding area where I could evaluate and better access my options. As I departed the pattern; the instruments that could not be turned off (storm scope and EGT) started to flicker on- and off-line as if they were slowly powering up. I flew to a common practice area for this airport and settled into 5 mile legs of a holding pattern over the river. I used my cell phone to call my Mechanic who shared some suggestions; but by then the radios were powering up and the go-around down lights were now on. I communicated with Tower and advised I would stay in the hold to assure full power for the gear to be down and locked. A military pilot in the area confirmed gear appeared down and a Tower fly-by also confirmed the same. I flew a normal pattern which ended in a full stall landing without incident. The airport Crash Fire Rescue followed the plane to parking and cleared the runway. In hindsight; I would have run the engine longer on the ground; though the Pilot Operating Handbook does not suggest this or give any indication of a period of waiting before takeoff. Owning this plane for more than 20 years and having jumped it on 3 or 4 previous occasions during this period; I have not before known the gear motor to surge the electrical system to a point that it would cause any kind of a power failure. With ammeter indicating normal during the entire event; I will wait for his testing of all the systems involved.