The sharp nose cone can be seen here in the up position, used for parking and cruising speed.

The downward position of the nose cone used to be used for taxiing, landing and take-off.

The data probes were installed on both sides of the front.

The front gear and landing lights installed on it are visible here.

The front landing gear retracted backward and its central arm had a fairing that fit in the central axis of the belly.

The main landing gear retracted forward and had six wheels on each side, that was because the small space into the bay and because small wheels allows the plane to operate in unpaved runways.

That cone under the tail hosted the parachute to stop the plane after landing, as the Tu-144 was never equipped with thrust reverser.

The tail of the Tu-144, or vertical stabilizer, was 6.50 m high and had two rudders.

A close-up of the upper rudder Powered Flying Control Units (PFCU). As the rudder was so thin, the PFCUs can't be fitted internally as on other aircraft.

Those little antennas on the edge of the tail are static dischargers.

Another PFCUs, this time those controlling the outer port elevon.

More static dischargers can be seen on the wingtip.

The engine intakes had variable ramps and bypass flaps with positions controlled automatically to suit the engine airflow. Tupolev's designers believed they had to be very long to help prevent surging and to attenuate inlet distortion.

A close view of three of the four elevons of the left wing and the four engines nozzles.

One of the main features of the prototype was that the four engines were mounted side by side.

The prototype was never equipped with thrust reversers, so she needs parachutes to stop after landing.

The Tu-144 prototype cockpit. Like aircraft of the analogical era it had too many clocks and lights and the typical colour turquoise of the Soviet aircraft.

The rear cabin of the prototype had a 3 + 2 configuration, except in the last 5 rows, near the toilets, where the fuselage was narrower.