is taken from the central core, which gives it also a reduced exhaust speed. The average velocity of the mixed exhaust air is thus reduced (low specific thrust) which is less wasteful of energy but reduces the top speed. Overall, a turbofan can be much more fuel efficient and quieter, and it turns out that the fan also allows greater net thrust to be available at slow speeds. Thus civil turbofans today have a low exhaust speed (low specific thrust – net thrust divided by airflow) to keep jet noise to a minimum and to improve fuel efficiency. Consequently, the bypass ratio (bypass flow divided by core flow) is relatively high (ratios from 4:1 up to 8:1 are common), with the Rolls-Royce Trent XWB approaching 10:1. Only a single fan stage is required, because a low specific thrust implies a low fan pressure ratio. Turbofans in civilian aircraft usually have a pronounced large front area to accommodate a very large fan, as their design involves a much larger mass of air bypassing the core so they can benefit from these effects, while in military aircraft, where noise and efficiency are less important compared to performance and drag, a smaller amount of air typically bypasses the core. Turbofans designed for subsonic civilian aircraft also usually have a just a single front fan, because their additional thrust is generated by a large additional mass of air which is only moderately compressed, rather than a smaller amount of air which is greatly compressed. Military turbofans, however, have a relatively high specific thrust, to maximize the thrust for a given frontal area, jet noise being of less concern in military uses relative to civil uses. Multistage fans are normally needed to reach the relatively high fan pressure ratio needed for high specific thrust. Although high turbine inlet temperatures are often employed, the bypass ratio tends to be low, usually significantly less than 2.0. Turboprop and turboshaft Turboprop engines are jet engine derivatives, still gas turbines, that extract work from the hot-exhaust jet to turn a rotating shaft, which is then used to produce thrust by some other means. While not strictly jet engines in that they rely on an auxiliary mechanism to produce thrust, turboprops are very similar to other turbine-based jet engines, and are often described as such. In turboprop engines, a portion of the engine's thrust is produced by spinning a propeller,