RE : Engines...
J-85 The General Electric J-85/CJ-610 series turbojet engine is a benchmark in the advancement of pure jet technology.
The engine was originally designed in the 1960s for use in military applications. Shortly thereafter, civil certification and production followed under the CJ-610 designation.
The CJ-610 was quickly selected to power the popular Gates Learjet; meanwhile, its military cousin was called into service with such noteworthy combat aircraft as the F-5 Freedom Fighter and A-37 Dragonfly.
The resilience and forgiving qualities of the engine also made it a natural choice for training aircraft, and the J-85 was adopted for both the T-38 Talon and T-2J Buckeye.
Even so they're using the J-85, the details are otherwise authentic, including implementation of a pull cord used by ground crews on the original fighter to start a lawn-mower-size gasoline engine that powered up the main jet engine.
During the interview at the beginning of the video, the guy being interviewed is saying that in principle the modern engines are identical to the original engines, except for the modern engines have a larger intake orfice, and incorporation of what is literally translated "blower". I'm guessing this means "compressor". My understanding that the original Me-262 engine was a axial-flow turbo-jet so I'm inferring from what he's saying is that the J-85 has additional compressor stages that were not part of the original engine design.
Due to the J-85's increased breathing capability and the additional compressor capability, thanks to physics, the gases flowing through the turbine are not only slower but cooler, and as a result quieter operation. Some people say the modern engines are quiet, and that is a forgivable error, they're actually not as loud. Not only are they quieter thoug, but more power is available at take-off and landing as well as being quieter. Its good that this goes both ways, in that way the one is as happy as the other.
During takeoff the commentator states that its clear the jet uses everything from the original principles, including the takeoff noise. Although they admit that in the studio they're not getting the full experience (a lot of laughing to that). The female commentator says the on-site sound must've been much louder. Commentary goes on to say that during WWII beloved Me-262 was very delicate (even so it was more advanced and faster than any other piston powered plane). The takeoff roll was historicaly authentic, not spontaneous ad lib by the pilot, but precisely scripted according to historical anecdotal documentation.
The commentator questions the reporter at the field about the true noise level, to which he replies that what was heard in the field merely touches on what the real power houses put out, as will soon be experienced with the takeoff of the Mig-29. He goes on to say that its impossible to say how many people are present, based on ticket sales so far about 20,000 to 30,000 people so far, but people continue to stream in, and continue to steam in and still continue to steam in. He's saying everybody is there for the highlight of the big show: the A380.
Then he says he's got to raise his voice because it truly is getting loud: the Mig-29 is testing its engines. He says that when the jet takes off, and goes vertical with full power, the spectators are going to have to plug their ears (it'll be that loud). He says it'll probably be best to put the photo and video cameras onto automatic, otherwise one's ears will be ringing for a couple two three hours without ear protection.
While the jet's sitting ready, its asked what's so special about the plane that other planes can't match in performance: vectorable exhaust nozzles giving a capability of zero velocity turns. The only thing that can touch it is the American F-22. Moreover, this appearance of an Mig-29 at the airshow is the premiere appearance of a Mig-29 in Europe (previouly it has only been displayed for the public at airshows in Russia, Moscow for example).