Exploring the Human Side of DYN-MARS: An Interview with NLR’s Stefan Meeuwissen

As the aviation sector continues to innovate towards smarter and more sustainable air traffic management, understanding how new technologies affect humans in the system is essential. We spoke with Stefan Meeuwissen, who is leading the Royal Netherlands Aerospace Centre's (NLR) work within the DYN-MARS project. Stefan's team is examining air traffic controllers' (ATCOs) roles in the project and how DYN-MARS aims to support them.

Stefan, could you start by introducing yourself and your organisation's role in DYN-MARS?

Of course! My name is Stefan Meeuwissen, and I'm the exercise leader for NLR's contribution to DYN-MARS.
NLR, the Royal Netherlands Aerospace Centre, is a leading international research institute specialising in applied research, testing, and advisory work across aeronautics and space. Our mission is to make air and space operations safer, more sustainable, and more efficient.

Within DYN-MARS, NLR focuses on the human performance aspect of the concept, particularly how air traffic controllers interact with it.

So NLR's focus is on the human-in-the-loop aspect. What does that entail?

Exactly. Our main objective is to assess the impact on air traffic controllers, with a focus on human performance factors such as workload, situational awareness, and acceptability.

We want to understand how ATCOs experience the DYN-MARS solution and what requirements are needed for effective integration. In short, we're making sure that the technology not only works technically, but also fits seamlessly into controllers' daily operations and supports safe, efficient decision-making.

ATCOs are often imagined as cool-headed professionals who effortlessly guide aircraft through busy airspace. What are some of the real stresses and challenges they face - and are there any misconceptions about their work?

That's an interesting question. ATCOs operate in high-stress, high-stakes environments, managing multiple aircraft simultaneously while always prioritising safety. Their work requires constant situational awareness, rapid decision-making, and clear communication with pilots.

The public sometimes underestimates the complexity and mental load involved. There's also a common misconception that automation has replaced human judgment. In reality, automation supports controllers, but it doesn't replace their need to interpret and react to changing situations in real time. Their expertise remains absolutely vital.

How does DYN-MARS help reduce this workload?

DYN-MARS is designed to provide controllers with enhanced, up-to-date information - improving decision-making and reducing last-minute interventions.

A key example is the Optimised Runway Delivery (ORD) tool, which uses ADS-C data to show an aircraft's deceleration points during descent. This gives controllers precise insight into each aircraft's behaviour, allowing them to make better-informed decisions and reduce their overall workload.

At the same time, the concept allows aircraft to fly their own optimal descent profiles, slightly changing standard procedures but resulting in smoother, more efficient operations for everyone involved.

How are you evaluating these human factors in practice?

We're using NLR's ATM Research Simulator (NARSIM) to run Real-Time Simulations (RTS). NARSIM lets us test new operational concepts in a realistic, yet controlled, simulation environment.

We've integrated the DYN-MARS logic into NARSIM so that we can see how controllers interact with the system under different traffic conditions. During these sessions, we closely monitor aspects such as workload, situational awareness, and decision-making. The results give us valuable insight into how DYN-MARS affects human performance and where we might need to refine the solution.

Have you seen any interesting results so far?

Yes - even though our simulations are ongoing, the early findings are very encouraging.

In scenarios with a single traffic flow and a mix of DYN-MARS-capable and non-capable aircraft, controllers were able to manage traffic uniformly, without additional complexity. That's a big takeaway, because it shows that introducing DYN-MARS doesn't necessarily disrupt existing workflows.

Overall, it suggests that the concept could be seamlessly integrated into real-world operations, maintaining safety and efficiency without overloading controllers.

What are potential next steps emerging from this project?

Our current simulations focus on a relatively straightforward scenario - a single traffic flow to a single runway - which allows us to analyse the concept in its purest form.

Next steps would explore more complex and challenging scenarios: merging traffic flows, runway crossings, strong winds, and go-arounds. These could help us understand how robust DYN-MARS is under real operational pressures.

From ATC perspective, introducing such a solution will also require work beyond the technology itself - things like developing standardised procedures, providing training and support for controllers, integrating DYN-MARS with existing ATM systems, and addressing any regulatory and safety concerns.

By tackling these internal and external factors, we can move closer to introducing DYN-MARS into live operations in a way that benefits both controllers and the environment.

To sum up: What excites you most about DYN-MARS?

For me, the most exciting part is seeing a concept that brings together different aspects of the aircraft and ground sides, integrating these elements to improve efficiency, reduce environmental impact, and support controllers, all at the same time.