I'll elaborate.
DynAir is the final reported airflow value. It's called Dynamic because the airflow calculation is dynamically scaled between MAF and VE. The more change in TPS the more bias to VE.
At the cursor there is a dip in rpm, and DynAir is much higher than MAF. What happened there is the bias increased toward VE. VE is reporting a great deal more airflow than MAF, so that's why DynAir increases. The high DynAir is commanding more fuel. The result is that the O2's show rich because of the extra fuel. Extra fuel is making the engine stumble.
What to do is set Engine Diag>Airflow>MAF Fail Frequency High to 0Hz. >DTC>P0101-P0103 to MIL on First Error. This forces full time SD so that VE can be tuned. You will also want to go to Engine>Fuel>DFCO>Enable ECT to 248F so that VE can be mapped during decel. >Fuel>Power Enrich>Min MAP 85kPa to keep CL online for the majority of the VE table.
Attached is how to set it up. I've included other optimizations like O2 voltage switchpoints set to 451mV during tuning (restore afterward), Injection Timing for the cam, Over/Underspeed spark, and a few others.
Run a compare to see. Compare>Open Compare File then Compare>View Comparison Log.