In 1939 the aircraft prototype engineering plan provided for the development of fighters with a liquid-cooled engine, with a flight speed of 620-650kph. The task given to a number of design teams, including the design department of plant No. 15 No 165 led by PO Sukhoi. Performance requirements (PR) from the Air Force, for the single seat fighter with machine guns and M-103P turbo compressor (TC) or M-103S with a two-speed supercharger, which was completed in November-December 1938 and approved by the Bureau Chief AD Afra Loktionov on March 8, 1939. At that time, the Bureau of Design V.Ya. Klimov had begun full-scale work to produce improved engine, M-105.
On May 23, 1939, PO Sukhoi fighter conceptual design presented by the M-105P engine, which is received and approved on June 1, with a mock-up aircraft approved on July 26. A July 29 resolution CPC Soviet Union Defense Committee approved the plan of the aircraft prototype engineering. The resolution, called "On the Development of a New Prototype Fighter airplanes in 1939-1940," is committed PO Sukhoi Chief Designer and director of the factory is not Neishtadt 135 for designing and producing two single-seat fighter cannon-armed for the government submitted for testing in March and July 1940 respectively, respectively.
The aircraft was designed as a medium-altitude fighter. This can not be regarded as a high-altitude aircraft since the cockpit will not be pressurized. High ceilings engineered ability to use two TC-2 turbo compressor and a number of other design solutions. Interestingly, despite the explicit requirements (in accordance with a resolution of the DC) to use the turbo compressor to raise the ceiling, the majority of designers have come to oppose the study of developing a new fighter design, with the PO Sukhoi continue efforts to develop high-performance fighter though this medium height. To facilitate improved powerplant fighter, the firm built a special test bed.
The first prototype aircraft, I-135, (since December 1940 known as the Su-1) were completed at the Kharkov plant No. 135 on May 25, 1940 and sent by train to CAHI for a test flight manufacturer. On June 15, AP Chernavsky pilot conducted the first flight aircraft. Testing was continued until August 3 when the AP Chernavsky make mistakes I-135 landing with its landing gear retracted, the aircraft suffered minor damage as a result. Repairs completed, I-135 testing resumed in mid-September, with pilot AM Popelnyushenko in control. Shortly thereafter, however, on October 2, the engine broke up in mid-flight. This time, the flight was brought to a successful conclusion, the pilot managed to land the plane.
Machine is replaced, the flight continued on 10 November with Fyodorov VP in control as PM Popelnyushenko sick leave has been entered. The test continues until the end of April 1941, with the basic flight performance aircraft that have been evaluated, but with the powerplant fails to be fine-tuned as a result of the damage that frequent TC-2. And without the turbo compressor at the site, Su-1 did not have much to offer in comparison with the U.S. Yakovlev, I-26 that have been put into production.
It was under the supervision of PD Grushin that both I-135 was almost finished at the factory No 135 in January 1941 when it was sent, has not been completed, to plant No. 289, where the aircraft, hereinafter referred to as the Su-3, finally finished. The plane was never tested. A Resolution of the CPC 16 April the Soviet Union and the CC RCP (b) puts stop to work on the Su-1 and Su-3 "because it established the futility of further design, engineering and testing effort ..". There is no reliable information about what happens to them after that. Some data indicate that the Su-1 was destroyed during the bombing of the train was on a trip to Novosibirsk, and Su-3 are in the FRI MAI in Novosibirsk. In 1943, there were attempts made to use it for testing of turbo compressors.
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