The difference here is how the thrust is delivered. Instead of having the engine directly attached to the propulsion mechanism in the same nacelle (as we see in airliners with turbo fans and turbo props) the propulsion mechanisms can be attached via simple ducted vents. The thrust is also generated from cold ducted air unlike the heated exhaust of most turbojets. Unlike turboprops there are also no external blades to pose a moving hazard. This system should also allow for much quieter aircraft as the gas turbine could be placed inside the airframe and soundproofed much more easily than an externally mounted engine.

The lack of centrifugal force or mechanical drive mechanism in the thrust generators also allows them to be easily rotated without the usual mechanical issues in more traditional designs, making this especially useful for VTOL. The rotation can also allow for the thrust to be used for lift as well as a forward driving force, eliminating the need for lengthy wings. Use cases with multiple gas turbines used for additional thrust should also eliminate problems of a thrust imbalance if a gas turbine failed. The ducted high pressure air should be able to be sent to all thrust generators from any and all gas turbines.

Look up all the difficulties the Osprey has thanks to the complexity of it’s rotating turboprops. This system eliminates all those complexity issues and can provide the exact same functionality more efficiently.