On September 16, 2003, at 1545 central daylight time a Piper PA-28, N2310T, registered to and operated by the certified flight instructor (CFI), collided with the ground while performing an emergency landing following a total loss of engine power on approach to the Collegedale Municipal Airport, in Collegedale, Tennessee. The maintenance test flight was conducted under the provisions of Title 14 CFR Part 91, and visual flight rules. Visual meteorological conditions prevailed and no flight plan was filed. The CFI and mechanic rated passenger received minor injuries. The airplane sustained substantial damage. The flight originated from Collegedale, Tennessee, at 1533, on September 16, 2003. According to the CFI, this was a maintenance test flight. The intention of the flight was to monitor the operating and performance parameters of a newly installed engine. The airplane logbooks revealed that a newly overhauled engine was installed in the airplane on September 15, 2003. At this time a new vacuum pump was also installed on the engine. The airplane logbooks show that 8 quarts of oil was added to the engine after installation. Following the overhaul, the engine was ground-run tested for an hour. The oil pressure was adjusted. The CFI reported that the oil quantity was at 6 quarts before starting the engine. The CFI stated that there were no problems during the engine run up or takeoff. According to the CFI, about 10 minutes into the flight, there was a partial loss of engine power. Efforts by the CFI to restore engine power failed. The CFI made an attempt to return to the airport. The CFI stated, "approximately one minute later the engine lost complete power with propeller stoppage". Efforts by the CFI to restart the engine failed. The CFI selected a field to attempt an emergency landing. As the CFI performed the emergency landing, both wings and the engine mounts were damaged. Examination of the airplane revealed that the vacuum pump drive adapter, which is located on the accessory case was missing one of the four attachment nuts on the pump flange. The nut was located at the lower inboard position, adjacent to the oil filter adapter. During the engine examination, evidence of oil leaking past the vacuum pump and adapter gaskets were observed. There was not a measurable amount of oil shown on the engine oil quantity gauge. The oil sump drain/quick-drain located at the bottom of the engine was observed to be in the open position. The New Piper Aircraft Corporation published service letter 910, dated December 29,1980 specifying the oil quick-drain valve to be installed on this engine. The quick-drain valve installed on the accident airplane was not in accordance with the service letter. The service letter states "That it is possible that during nose landing gear retraction the incorrect oil quick drain valve may come into contact with the nose landing gear drag link, become actuated and allow the engine oil to be drained out in flight, causing total power loss and engine seizure". No signs of oil spill on the ground were noted at the wreckage site. **This report was modified on October 9, 2007.**