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ArtCraft Paint in Santa Maria CA painted my Maggie. We used the blue color plus Pismo Beach sand. It has held up very well over the last 12 years!

I ordered from New Horizons / Maggie when I was installing a Surefly. They just needed info for my engine, mag harness cap type, and airframe. I didn't send them my old harness and the new one fit perfectly.

Maggie Harness is good should you decide to go that route. Although the lead time can be long. you will need to send your old harness. Are you sure it is the harness ? is it in that bad a shape ? shield in bad shape ?? And what do you mean by shutting both off and voila ? the engine is still running ??

+1 for Maggie Ignition Systems. Also check that you don't have one or more plugs out of resistance spec, i.e., >5k Ohms.. https://www.maggieignitionsystems.com/

Maggie's Harness.

Has anyone installed Maggie ignition harnesses on their Bravo? I’m ordering Maggie harnesses and they sent me a drawing showing plug wire lengths that don’t appear to match what I have on my engine. I did a rough measure of my top plug wires in place and for instance, the left mag #1 wire to cylinder #1 top is about 51” as compared to 71” on the Maggie drawing. I’m hoping to take the lazy way out and not have to disturb the installed wires to measure them accurately. Has anyone measured the length of the wires on your Slick harnesses? EDIT: Or better yet, has anyone already ordered and installed the Maggie harnesses and will let me duplicate your order? Here’s the drawing: TIO-540-AF1B Print.pdf Thanks! Junkman

I struggled with hot starts when I first got my F model. Mags were due for overhaul and the ignition harnesses were ratty; that said, cold starts were fine and my LOP mag checks per Savvy did not show any abnormalities so I was initially hesitant to blame the equipment and figured I was doing something wrong. Eventually did the mag overhaul and put in a set of Maggie harnesses when the plane was next down for maintenance, and everything got better. I spent a while agonizing over technique, but now agree with others that you should carefully consider an ignition problem rather than something you’re doing wrong in the cockpit. Just to add another technique you could try: I tend to shut down the engine between 1100-1200rpm as others have mentioned. When ready to start, don’t touch anything; if you feel compelled to do something, advance the throttle another eighth inch but leave the mixture and pump alone. Then start cranking. After a very short shutdown to refuel, it should catch pretty quickly without other intervention. If a couple seconds have gone by with no firing (common with a 15-60min hot start), I will slowly advance the mixture until it catches, while continuing to crank. When first trying this, figure on 2-3 real seconds of easing the mixture forward. It will start to catch a bit, and then as you go another half inch forward, it’ll actually start and run smooth (by hot start standards anyway). Over time, I got a knack for what mixture position runs smooth with this method, so now I advance more directly to that spot rather than a slow push through the stumbling-because-still-too-lean region. This is also the spot I push the mixture to during any other start attempt (cold starts or if it fires right up during the do-nothing phase of hot starting). I’ve flown just over 60hrs in the last 30 days (most if it concentrated in two busy weeks with multiple legs per day), mostly in 80-90deg heat, so did quite a few hot starts and didn’t have any tricky starts using the above technique. It’s usually started in under 5sec of total cranking time (either fires right off or it’s time to give it the appropriate lean mix), so not particularly hard on the starter. Sent from my iPhone using Tapatalk

Hi all, I’ve got a bad wire, and figure it makes sense to replace both harnesses as they’re the same age. It seems like the Maggie harness is popular, but not clear why it over the Slick. Are Maggie priced better, better quality, or both? Also can’t seem to find any Maggie pricing. I’d call but they’re close til Monday. What they go for compared to Slick? It’s an ‘87 J, IO-360 A3B6 (one slick mag and one Surefly, but both use the slick harness). Thanks, and happy Saturday all! (Ps, I have searched and read the threads I could find, just no answers for these questions).

Has anybody that has a surefly electronic ignition flown it in the flight levels? I just got off the phone with Maggie harnesses and their tech guy warned me that surefly has been having arcing problems at altitude because even though the Sim will not arc like a an unpressurized mag will they have seen arcing in the cap where the leads are and thus need to pressurize the cap to keep that from happening. I talked to jim Baker that doesn’t do mooneys but does do cirruses and he confimed that you have to get better insulation in the cap or pressurize it where the lead wires enter or you will get arcing in the flight levels. So anybody with a surefly installed, have you tested it up in the flight levels yet? Have you modified the cap to keep this from happening?

Reviving this thread to see if there's been any updates? I installed a Surefly with a Maggie harness a year ago at annual and have been up to FL's from time to time and have not experienced any misfires. My shop didn't offer to pressurize the cap and just removed the upper deck pressure line and the T that went to the previous mag it replaced. But I was talking to a fellow M20K pilot the other day who mentioned about drilling a hole in the cap for the pressure line...I don't recall coming across the idea of pressurizing the cap previously when I was learning about installing a Surefly. @kortopates did you pressurize your cap and do you or Savvy typically recommend this?

Friday, I was in Fairhope, Al AOG with a rough running engine and no EGT on 1 or 4. Continental had one of their guys take a look but, only had time for a quick fix so I posted looking for another A&P option just in case but, moving the plugs around (not cleaning or anything, just moving) seemed to resolve the issue so, I deleted the post, to the disappointment of some. I flew a little over 5 hours home and everything seemed fine until this morning when I went to the airport to fly to Dallas. Fired it up and same thing, very rough and no EGT on 1 or 4 so I taxied over to Dugosh. We pulled and tested the plugs and they were all good, which I expected since the problem was on the same cylinders and the plugs have only been in for about 10 - 15 hours. Next I got the high voltage lead tester and tested the plug wires, all good, again expected since they're both new Maggie's harnesses replaced about 10 hours ago. Borescoped the cylinders and valves were moving fine and looked good, although 4 had fairly heavy lead deposits and and 1 had them less so. We speculated that maybe the lead was falling into the plugs and causing them to not fire consistently so I cleaned up the plugs, reinstalled and ran the engine. Initially, it fired up and sounded great. I planned to taxi into a less trafficked area and do a full power max lean run up to burn some of the lead off the cylinders however, as soon as I started to taxi, it started running rough again and the EGT on 1 and 4 dropped off. At this point, we figure it's got to be the magnetos so I go ahead and pull the right one off and open it up. Sure enough, the points and rotor have pretty good carbon buildup and there's oil in the mag. Pulled the left and it's the same except to a lessor extent. I was going to replace the worn parts except that the repair kit for the right side mag is unavailable anywhere so I instead ordered a couple of overhaul exchange mags and we're going to just swap them out. If you've never seen the guts of a magneto, here they are. This is the right mag, the worse of the two, and you can see the buildup. What you can't see is that when you open the points, it had lots of peaks and valleys and was also pretty black. Anyway, now that we've found the actual cause and it was information I thought might be useful to someone, I thought I'd share the results. "We moved plugs and it ran ok" didn't seem all that useful to me, which is why I deleted the original post. As it turns out, it was just coincidence that it "solved" the problem anyway. Once again, the airplane decided to really break down at home, it's done this to me several times now. First with the starter, then the alternator while we were en route to home, then the stuck valve that bent a push rod at home and now the magnetos finally not working for good. I consider myself very lucky that these things haven't happened far from home and I've always been able to just pull the plane into Dugosh when things do break down. I hope that luck continues, I'm grateful for it. Sure the breakdowns suck but, I'm running 80+ year old technology in a 61 year old airplane so, those are going to happen. If they keep happening at home, I've got nothing to complain about. ***EDIT TO ADD*** The plane had gotten a little harder to start in recent months, not enough that it concerned me but, enough that I noticed it. I found that a couple of extra pumps of the throttle with the fuel pump on more or less solved that though, which is why I wasn't too worried about it. Lesson learned though, engines talk to you, next time something changes I'll dig into it more thoroughly.

Decided on putting in the SureFly and getting rid of the left MAG and Shower of Sparks, A&P asked me if I wanted it configured standard or to allow for advanced timing at higher altitudes.....I've heard stories of issues with the advance timing and a few people on this forum, a few years ago recommended against it.....looking for more recent information incase they had an issue previously but have worked the bugs out. Yes, got new harnesses made (Maggie). I appreciate your time.

Hello all! I’m about to install Surefly Magneto and have read great reviews about the Maggie Ignition Harness but the link on most forum posts is no longer valid. Did the website change or did the company go belly up? I plan to try to call whatever number I can find tomorrow. Thanks!

The Kelly PN is 10-821414-6R. FWIW, the outer sheathing on the Kelly harnesses seems to be a bit too soft and some people (incl. me) have seen the outer sheath wear off under abrasion. It is otherwise a good harness, and if you are able to add some additional protection in pass-throughs and around other abrasion opportunities it'd probably be fine. I'm still running mine and other than looking like crap in a few places it functions fine. +1 that you can also get one from Maggie Ignition: https://www.maggieignitionsystems.com/ They make good stuff.

Just order a harness from Maggie, they will get you the right one.

I have isolated the static noise on both my radios to the left Magneto i have a surefly on the right and when i run on only the surefly the noise is gone from both radios. ATC says my transmissions are clear on both radios so this is only effecting receiving. Last oil change i swapped all sparkplugs that were on the surefly with the ones on the magneto and the noise is still only with the magneto side. Is there a way short of taking the magneto for an IRAN to see what is causing the noise? This noise has appeared in the last 2 months. I had my magneto IRAN in oct 2021 on my first annual as it was at it’s 500 hour point. It performed flawlessly in the 11 months i had the plane before i IRAN it only because it was at its time for a check. Now less than 230 hours on it and it seems to be the source unless there is something else i can test or check as i do not want to do another IRAN this early and it would be even a bigger bummer if the IRAN did not fix it. I installed new maggie harnesses on both the mag and the surefly in that first annual so i would not think it would be the electrical components but yet with a mag check in flight the noise stopped so it’s definitely one of the three or something else I’m overlooking that maybe the mooney hive might know to check?

I talked to christine at maggie and to be clear the screws are installed by your A&P not at maggie which makes since as they do not know if the harness is going on a surefly or magneto. This is the first case they have heard of screws coming loose on the cap. Maybe my engine is producing more vibration than normal or the screws on the magneto were not tighten properly as my screws on the surefly are still tight. I still think maggie harness is a great product and it has worked flawlessly including when this cap came loose from the magneto the magneto still was working and if it was not for the increase noise in the radio i would not even known there was a problem.

Hello William! Christine from Maggie Ignition Systems here! We pride ourselves on customer satisfaction and safety and would like to further discuss with issue with you ASAP in depth. Please call me at 310-648-1593 so that I and the shop foreman can discuss with you.

I would like to thank everyone for their comments for solutions to this problem. I found the problem but it was not what i was expecting and realizing the situation made me sick to my stomach what could have happened. This is a public safety announcement to anybody that has maggie sparkplug wiring harness. There are 3 screws that secure the cap of the wirings to the base of the magneto or surefly if you have one installed. The cap on my magneto side had all three screws vibrate loose and fall out in the course of 2 years. I guess the final screw let go just a few months ago and the cap being the leads have springs at the end, pushed apart thus allowing all the EMI noise to come out. I was shocked that the mag was still able to still get a spark across all six leads with the cap only siting loosely on the mag. The only reason the cap did not fall off completely is the fact that the sparkplug wires where pressing against the firewall keeping the cap in place, a testament to the tight quarters in the engine compartment. I installed 3 new screws and did a test flight today and surprise surprise the noise is reduced back to what i remembered as normal. In fact ironically the mag side is now just a little quieter than the surefly side. Looking at my p-leads they look like they are unshielded? I. E. Just the wire no wire mesh around it. Should i get that added? Not sure if that will help further or not. On further magnification i think the p-lead is shielded on the mag side as that looks like braided lining, but the surefly side looks different in just a white insulation type wire they definitely do not look the same? first pic is the way i found the cap on the mag second picture is of the p-lead to the mag as i was still searching for screws to fit the cap third pic is of the p-lead to the surefly note the different color style of insulation between the two p-leads.

I think Maggie is the go-to for a half-harness. As one poster mentions in this thread, be sure to tell them which cylinders, top and bottom plugs, your SureFly is going to. After I installed my SureFly on the left side, I decided to replace the harness for the right mag, and ended up with a right harness that was marked with the same cylinders and top/bottom plugs as the SureFly. Grrrr. Or, are you making up new leads for an Slick cap you already have?

I recently went with the dual Surefly Electronic Ignition on my Ovation with the 310 upgrade! 1. Has anyone else done this upgrade? As well as more specifically has anyone done it with the IO550? If so how long and what kind of numbers are you seeing best LOP and ROP operations. 2. A couple quick observations for those considering it. a. LOP operations are much deeper and smoother. LOP can run roughly 100 LOP smoothly (ALL THE WAY DOWN TO 11GPH)(and temps are solid (hottest CHT around EDIT (It is 350 CHT at 9.5k and 25 rpm and 20 mp) {prior was around 335 CHT at 35 LOP) b. Temp increases in all phases of flight (take off and in both ROP an LOP operations). (Most notable I am not liking what I am seeing in take off as I hitting on my hottest CHT 400 and in ROP operations (100 ROP) my hottest CHT around 380 (prior was around 350). c. Starts quick every time. YES, even hot start! My first thoughts (after only a few flights) if you fly nothing but LOP they are AWESOME! As I continue to fly and hopefully work out any issues on the ROP side I will update the group. I own a Mooney to go fast so I do like to fly ROP about 50% of the time. A couple of additions to answer some questions below: YES to harness (NEW MAGGIE). Inspected plugs and were near perfect so we did not change. YES and use GAMI injectors Fuel Flow is about 26 on departure.

***UPDATE! 3/18/24*** The original issue down below has been resolved. Turns out my P-1000 just absolutely refused to accept the Tach2. After fighting with the airplane and working back and forth with the SureFly tech team, we got it solved. Between an oscilloscope and utilizing a multimeter to read off the Tach2, we figured it was the Horizon. I ordered an EI R1 on the spot. Installed the R1 and within an hour we were airworthy. That being said, here's some pointers for anyone who has this issue in the future and is coming to this forum like I have done with so many others. - Utilize a multimeter on the 0-5V output on the Tach2 to see if the Tach2 is outputting signal. The multimeter will get a spike, much like the oscilloscope, and tell you that the Tach2 is working. We found that the Tach2 was working and therefore that either our wiring was off between the Tach2 and the P-1000, or it was the P-1000 (it was). What we did for the longest time, until one of the bosses, Jason, at SureFly told us to, was only check that the Tach2 was getting power. We utilized the multimeter on the Tach2 power channels, not the output channels. Had we run this simple test (while the engine was running) weeks before, we would have confirmed it was the P-1000 causing issues. - Call SureFly with any issues. They're extremely helpful and always answer the phone during business hours. Their online troubleshooting guides leave something to be desired, but their willingness to help over the phone is awesome. PIREP!! Flying PIREP so far. Noticing lower fuel burn by about ~0.5 gal/hr. We just did a left side SureFly. Start up is BEAUTIFUL. I had a shower of sparks and we removed it. Now she cranks over in two or three turns. Nothing else like it! Please feel free to ask me any other questions! -------------------------- Hello! My A&P and I have been spending the past few weekends replacing our left magneto with a SureFly. From SureFly's recommendation due to the Horizon P-1000 we have, we purchased the Tach 2 as well as the Maggie Ignition Harness. We chose to go with fixed timing due to a C model with the carburetor as well as directly wired from the battery to the magneto. When we started up - it ran beautifully. However, the P-1000 was showing a "Left Magneto Signal Status Indicator. Turns on with the Loss of Signal from the Left Magneto. Flashes when the Left Internal Tachometer is Disabled." (we were flashing red) Has anyone run into this issue? We double verified that the Tach2 was getting power and verified the wiring was correct. Curious if we need to somehow reprogram the P-1000 due to the electronic magneto? We weren't able to see anyone with the same issue on MooneySpace from a preliminary search and we know plenty of folks out there have the P-1000 and SureFly. Thanks!

I went to Maggie first. Unfortunately they are having fulfillment problems, and the ETA went from 3 weeks to “no idea.” I didn’t start with that because with that because they seem like wonderful people who are experiencing some unfortunate supply issues at the moment. :-) Nevertheless, I’m AOG for a few weeks now and just want my plane to work, so if I can get a slick harness that works, that’s good enough.

I recommend New Horizons/Maggie harness. They are good, sell one side if that’s what you want, and have good customer service. If you call and talk to them, they’ll make you a harness. Know which plugs exactly are coming from your left mag and tell them.

Also went with maggie when i installed my surefly and had them do the slick mag harness side as well. Looks great works great going on 2 years now no complaints.