On August 20, 2010, at 0920 eastern daylight time, a Cessna 152, N93588, registered to Risk Mondial Aviation Inc., experience a total loss of engine power while in the traffic pattern at North Perry Airport (HWO), Hollywood, Florida. Visual meteorological conditions prevailed and no flight plan was filed. The commercial pilot and one passenger reported no injuries and the airplane sustained substantial damage. The personal flight was operated in accordance with 14 Code of Federal Regulations Part 91. The flight originated from HWO at 0918. The pilot stated he conducted a preflight inspection prior to the flight and the airplane had 22.5 gallons of fuel on board at takeoff. No anomalies were noted during engine start, taxi, or engine run up. The flight departed from runway 27 left and the airplane was at 250 feet above ground level (agl) when the engine sputtered and quit. The pilot immediately lowered the nose of the airplane and the engine started. He made a left turn to avoid a housing complex and entered a left downwind for runway 27 left, maintaining 250 feet agl. The airplane was abeam mid-field and the engine quit again. He The pilot lowered the nose of the airplane to maintain airspeed and turned towards runway 27 left. The airplane touched down on the last one-third of the runway and traveled off the end of the runway. The nose wheel collided with a rut and the airplane nosed over, coming to rest inverted. An engine examination was conducted by a Federal Aviation Administration inspector on August 25, 2010. The top spark plugs were removed and a compression check was performed using a differential compression check tool. All cylinders read "80/80." A timing check was performed on the engine using a timing light and the timing was plus or minus 2 degrees in accordance with the manufacturer's specifications. Fuel was present in the gascolator and the carburetor. The rocker box covers were removed and the propeller was rotated by hand. Continuity of the crankshaft was confirmed to the rear accessory gears and to the valve train. The magnetos were removed and bench tested. All components were replaced on the airplane pending an engine run. An engine run was conducted on August 31, 2010, with the engine installed on the airplane. The damaged propeller was removed and a new propeller was installed. The engine was started, ran at idle power, and the throttle was increased to takeoff power. The engine was run for about 2 minutes and there was no indication of engine vibration or loss of engine power. The throttle was reduced to idle power and shut down. The reported loss of engine reported by the pilot could not be determined.