Nestled in a valley in southern New York is a great museum dedicated to one of aviation's early innovators. Some might know him as "the fastest man on earth." And true to that title, the Glenn H. Curtiss Museum celebrates their namesake who had a fascination with speed. Running wasn't fast enough, so he raced bicycles. He added motors to bicycles and raced the newly developing motorcycle technology. All along the way, he was designing better equipment; better bicycles, better motorcycles, and better engines. And then...he stepped into the world of aviation.

If you have a chance to make the trek to New York state, it's well worth a drive to visit the Glenn H. Curtiss Museum in Hammondsport, New York. If your plane only has wheels, there are a couple of airports within a half hour drive from the museum. For those visitors who have gotten their sea legs, you might be interested in the annual seaplane homecoming, which lands you a whole lot closer and a little wetter on Keuka Lake. Whether by seaplane, land plane, car, motorcycle, or bicycle, you will see an example of your mode of transportation in the museum. Curtiss was always in search of speed and ever the tinkerer. His design prowess and his need for speed started in the bicycle industry and so does the museum. Displays follow the progression of this practical engineer/speed demon's journey, which started with the humble bicycle.

Of course, when you have pushed yourself to the limit on a bicycle, the average rider might achieve 20mph. Not fast enough. Since the limit was the human power source, Curtiss started adding purchased engines, then designed and built his own engines. The key to success in racing motorcycles is the power to weight ratio, so that became Curtiss' obsession. The museum houses a mix of motorcycles designed and built by the Curtiss Motorcycle Company, some for racing, some for everyday use.

The intriguing aspect of Glenn Curtiss was his willingness to share, or at least sell, his innovations. Motorcycle engine designs were changing rapidly. What wins the race today is not guaranteed to win next week. So why not sell the functioning designs of yesterday to fund the innovations for tomorrow? Curtiss' engine designs really began to advance, however, when he was drawn into the aviation realm.

Over the years, many people have built motorcycles with V8 engines. As it says in Ecclesiastes, "is there anything of which one can say, 'Look! This is something new'? It was here already, long ago; it was here before our time." Curtiss beat them all to the punch by at least 40 years. He also set an (unofficial) world speed record of 136 mph. In 1907 there was quite literally no mode of transportation of any kind faster than Curtiss on his V8 motorcycle. Automobiles didn't surpass his speed until four years later in 1911.

But the story of Curtiss' V8 motorcycle is really a story of aviation. Most of Curtiss' engine production was fueled by his desire to power the motorcycles he raced. But in 1903 a request from Thomas Baldwin for a Curtiss engine led to an increase in power, an increase in cylinders, and an increase in Curtiss' interest in aviation. Baldwin's dirigible first flew in 1904 with a Curtiss engine powering it. By 1906 Curtiss had designed a V8 engine for the dirigibles. Thinking aviation enthusiasts to be slightly off their rocker, Curtiss finally took to the skies himself in 1907. The moment he landed Baldwin's dirigible, Curtiss was not only hooked on flight, but preparing to make aircraft faster.

Curtiss' new found personal interest in aviation led to another type of partnership. The same year that Curtiss first flew in a dirigible and set an all out world speed record, he was asked to join the Aerial Experiment Association by Dr. Alexander Graham Bell...yes, the telephone guy. The AEA set out to design a heavier than air flying machine. Being that Curtiss was now well known for his bicycle, motorcycle, and engine designs, he was naturally the sort who would be sought out by the group. Curtiss' corner on the engine market led to great successes for the flying group. Building the Red Wing, the White Wing, and then the June Bug, the group crafted, tested, and demonstrated manned, heavier than air flight near where the museum sits in Hammondsport, New York. In 1908, the AEA's June Bug became the first airplane to fly in public, winning them a prize from Scientific American.

With Curtiss embroiled in trials by the litigious Wright Brothers, he needed a little publicity to regain his place in the aviation industry. In 1909, an opportunity arose with the offer of a prize for the first person to fly the length of the Hudson River from Albany to New York City. Curtiss built the Albany Flyer and prepared for one of the longest flights of that era. The route took him over terrain that is treacherous to small aircraft even today. He flew it in an open biplane on a spring day, wearing hip waders and goggles to protect him from the weather and cold temperatures. Curtiss suited up, climbed aboard his plane, and flew the 150 mile route in less than three hours. Though slower than his motorcycle speed achievements, this was not only one of the longest, but also one of the fastest flights of his day. One somewhat confusing feature on the aircraft is what looks like ballast bags. Knowing that he would be flying over water for the entire trip, Curtiss installed flotation devices on the Albany Flyer. Metal pontoons were attached under the wings. And the "ballast bags"? They are actually the opposite; cloth bags tied to the airframe were filled with cork to keep the aircraft afloat if Curtiss was forced to ditch in the Hudson River.

Leading up to World War I, Curtiss continued to develop the early, pusher style biplane aircraft. The Model D was the product of developments from 1909 thru 1911. While overall design changes eventually settled down, several options were available to the buyer, including a choice of three engines and optional pontoons to turn the Model D into a "hydroaeroplane." Curtiss went on to produce and design several flying boats, which was very marketable in an age before public airports. One of his designs even incorporated wheels and floats, making it one of the first amphibious aircraft or, as Curtiss called it, the Triad, for air, sea, and land.

Like most American manufacturers, Curtiss went into full production mode in support of the war effort during World War I. The Wright lawsuits were forgotten, the U.S. Government set aside all patents, and anyone able to design or build an aircraft was called into service to make the best equipment possible to serve their country and fight the enemy. Curtiss pushed heavily for the seafaring designs of his flying boats and amphibious aircraft. But the best known Curtiss of WWI put the engine and prop on the front, wheels on the bottom, and dozens of military pilots into the air.

The war eventually came to a close, the pilots returned home, and aviation entered its "golden age." The 1920s and 1930s brought about multiple design ideas and the aviation industry blossomed. Curtiss began to diversify at this time, long before the term was cliche. Pilots like Ernie Hall of the Hall Flying Schools started training others to fly in war surplus aircraft. It wasn't long before Curtiss himself invested in flying schools which offered standardized flight training. He also got involved in land development in Florida and designed some of the first towable campers, likely to ease the long road trips to his Florida properties. At the same time, he continued to collaborate with other aircraft designers, providing engines for training aircraft and, of course, for racing aircraft. New designs continued to be produced by his company as well.

Though Glenn Curtiss died in 1930, the Curtiss company stayed in aviation into and beyond the second world war. The header photo above shows the Curtiss C-46 Commando transport aircraft on display in the museum's front lawn. And for those who know of the Flying Tigers, their iconic aircraft was none other than the Curtiss P-40. The Glenn H. Curtiss Museum has two examples of the P-40 for guests to see. One is a 3/4 scale reproduction. And out in the workshop, they have another P-40 that is "nearly there." The one in the workshop, however, is an original 1943 P-40E making its way through restoration. The museum continues to restore other donated aircraft as well, including a 1929 Fledgling. The Fledgling was used for Navy and civilian training between the wars and leading into WWII.

Though a little out of chronological order, there is one aircraft at the Glenn H. Curtiss Museum that bears special mention. A complete reproduction of the 1914 Curtiss "America" flying boat is on display. Not every aircraft design from Curtiss was made for chasing speed. This design was made to chase a destination. Any destination on the other side of the Atlantic, to be precise. The Daily Mail offered a sizable prize to reward the first transatlantic crossing by air. The Curtiss company produced this design in the hopes that the flying boat would make the crossing. Before the crossing could be attempted, however, WWI reared its ugly head and all of the "Americas" were shipped to England and pressed into service as patrol and air-sea rescue aircraft.

The large collection at the Glenn H. Curtiss Museum is sure to impress you even more in person. So if you find yourself anywhere in the vicinity, be sure to visit Hammondsport and see the history of the fastest man on earth. And if you're looking for a Curtiss of your own, take a gander out on Barnstormers.com. At the moment there's only one for sale, but it's a doozy! A restored vintage P-40 Warhawk is offered on the site. Of course, if you already have a Curtiss P-40 of your own, there are also parts available through Barnstormers. And if the $2.5 million price tag of the P-40 is too salty for you, there are a plethora of seaplanes available to get you out to the Glenn H. Curtiss Museum for the next annual seaplane homecoming.