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A third source of air for pressurizing the cabin in reciprocating aircraft is an engine driven compressor. Either belt driven or gear driven by the accessory drive, an independent, dedicated compressor for pressurization avoids some of the potential contamination issues of superchargers and turbochargers. The compressor device does, however, add significant weight. It also consumes engine output since it is engine driven. 

The roots blower is used on older, large reciprocating engine aircraft. [Figure 16-46] The two lobes in this compressor do not touch each other or the compressor housing. As they rotate, air enters the space between the lobes and is compressed and delivered to the cabin for pressurization. Independent engine-driven centrifugal compressors can also 

be found on reciprocating engine aircraft. [Figure 16-47]  A variable ratio gear drive system is used to maintain a constant rate of airflow during changes of engine rpm. 

Near maximum operating altitude, the performance of any reciprocating engine and the pressurization compressor suffer. This is due to the reduced pressure of the air at altitude that supplies the intake of each. The result is difficulty in maintaining a sufficient volume of air to the engine intake to produce power, as well as to allow enough air to the fuselage for pressurization. These are the limiting factors for determining the design ceiling of most reciprocating aircraft, which typically does not exceed 25,000 feet. Turbine engine aircraft overcome these shortcomings, permitting them to fly at much higher altitudes. 

## Turbine Engine Aircraft 

The main principle of operation of a turbine engine involves the compression of large amounts of air to be mixed with fuel and burned. Bleed air from the compressor section of the engine is relatively free of contaminants. As such, it is a great source of air for cabin pressurization. However, the volume of air for engine power production is reduced. The amount of air bled off for pressurization compared to the overall amount of air compressed for combustion is relatively small but should be minimized. Modern large-cabin turbofan engine aircraft contain recirculation fans to reuse up to 50 percent of the air in the cabin, maintaining high engine output. 

There are different ways hot, high-pressure bleed air can be exploited. Smaller turbine aircraft, or sections of a large aircraft, may make use of a jet pump flow multiplier. With this device, bleed air is tapped off of the turbine engine’s compressor section. It is ejected into a venturi jet pump mounted in air ducting that has one end open to the ambient air and the other end directed into the compartment to be 

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