Then he finished the aircraft, flew it, and proved it could make weight. Later Jörg worked with a three-cylinder internal combustion engine that seemed to fit the era well. He wasn't done as you'll see below.
Corsair is "a microlight single seater fulfilling different national regulations such as England's SSDR or the U.S. Part 103, yet it is capable of +6 and -4 g without compromises on safety," explained Jörg.
Designed and built in Germany, Corsair has an extremely strong carbon primary structure composed of laboriously-assembled carbon tube. "Furthermore," Jörg added, "the complete cockpit area is constructed as a Kevlar reinforced safety cell." Of course, this being a German design, an aircraft rescue system with a ballistic parachute is available as well. Germany requires such equipment.
"If you want to start your own project and build an aircraft on your own," Jörg observed, "Corsair is not only available ready-to-fly but also as a kit."
This video interview was recorded three years ago, before Covid, on my last visit to Aero until 2023.
https://youtu.be/sFiwdv_ozJc
And here's a shorter review of the aircraft before it flew, featuring in-flight views at the end.
https://youtu.be/k5EF-RU8qMs
OK, I admit it. I’m a huge fan of Aero Friedrichshafen. This show packs a lot of delight into four days and 12 gymnasium-sized exhibit halls. In 2023, many of the aircraft on display are known to Americans. However, Europe tends to produce more proof-of-concept projects than we see in America. This is partly as European governments subsidize certain developments, such as when a designer engages a national university. The builder gets technical assistance. The students get real-life experience. Help with these costs yields many interesting designs but few make it to market. However, novel ideas can find their way into other, marketed designs. Other projects are carried, just like in America, by entrepreneurs that simply will not stop until they reach their goal. Jörg Hollmann of JH Aircraft is a driven engineer who has steadily developed and improved his super-light Corsair lookalike. For Aero 2023, he has something new… again!
People that know Marino — many of you pilots, but nearly every producer — are aware he is an energetic, superbly-informed, and technically-competent individual. I am pleased to present his work in this and additional articles to follow from the recently-completed Aero Friendrichshafen show in southern Germany.
In this article, Marino provides a short bit about six interesting projects. Some of these you know; some you don't.
I hope you enjoy Marino's quick tour. Look for more… soon. 
"The general layout — a low inverted gull wing — has been successfully used in several aircraft already," explained Jörg. "The Chance-Vought Corsair surely is one of the more famous aircraft with this concept." Jörg notes the main advantages to this configuration are a low interference drag between wing and fuselage as well as an ideal landing gear position, "which allows as well a nearly perfect angle for take off and landings."
Corsair is adjustable to pilots of many sizes. "The ergonomics have been optimized with the help of our local flying club," Jörg recalled, "[so Corsair] is suitable for pilots ranging from 5 foot 4 inches to 6 foot 8 inches (1,60 to 2 meters). Cockpit width is 23.6 inches (60 centimeters).
"Our seat is adjustable in four length/height positions and the incline is independently adjustable in 11 positions," he said (see in video). "Rudder pedals are adjustable as well and the stick has two positions." In other words a fairly wide range of pilots should fit in Corsair.
Jörg said, "We selected the Verner Scarlett 3 VW, a four-stroke, three-cylinder radial engine, [which was] purposefully designed as a light aircraft engine." The Vernor produces 42 horsepower at 2500 rpm using a displacement of 96 cubic inches (1.6 liters).
"The high engine torque allows the use of a rather big and efficient propeller," observed Jörg, again mimicking design parameters of the F4U Corsair. "We use a ground adjustable 63-inch (1,60 meter) carbon prop that can produce, depending on the blade pitch, up to 220 pounds of static thrust, more than enough for Corsair's empty weight!"
U.S. importer 
If you like the idea of a lightweight, Part 103 aircraft (no license, no N-numbers, no medical) that is certain to turn a lot of heads at any airport you visit, Corsair is definitely a distinctive and interesting ultralight.
Two years ago at my favorite European airshow, 
The truly good news for Yankees who might want to own such a creation is that Sportair USA boss Bill has placed an initial order. For a tiny company, such a launch customer greatly increases the likelihood that this unqiue entry will makes it way into American skies. Of course, Europeans also recognize both the F4U resemblance and the coolness of this design effort.
While fabric covered (also for lightness), Jörg refers to his internal carbon fiber tube structure as "a unique carbon-spaceframe technology." He added, "This property right-protected technology combines high strength with an unequaled low weight."
Seeking a very low weight is partly a maneuver to steer clear of tough certification rules via the Part 103 / 120-Kilo Class / SSDR 
A light design permits Jörg's design objectives. "Due to the light weight of the structure we were able to include all the ingredients for a high performance aircraft: outstanding aerodynamics, a strong engine with a big, efficient propeller, a short and aerodynamic landing gear, as well as effective flaperons."
The carbon-spaceframe is effective, resulting in a calculated +9 and –6g ultimate load strength. "Furthermore," Jörg said, "the complete cockpit area is constructed as a Kevlar-reinforced safety cell." A ballistic parachute will further enhance safety.
In our 
Not only can Corsair meet USA's Part 103, it also can qualify for Germany's 120-kilo class and Britain's Single Seat DeRegulated (SSDR) class (