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docs/documentation/analysis/aerodynamic_analysis/aerodynamic_principles.md

@@ -43,7 +43,7 @@ This simplified geometry is divided into trapezoidal elementary wings, which are
 A system of equations is constructed from the vortex system and the boundary conditions, the solution of which is used to calculate the lift distribution.
 For a more in-depth discussion, the  dissertation by Horstmann (Horstmann 1987: Ein Mehrfach-Traglinienverfahren und seine Verwendung für Entwurf und Nachrechnung nichtplanarer Flügelanordnungen) is recommended.
 
-![A wing and horizontal tailplane broken down into elementary wings](/img/ll_geom.png)
+![A wing and horizontal tailplane broken down into elementary wings](img/ll_geom.png)
 
 The Prandtl-Glauert transformation is applied to the polars from Lifting Line.
 Lift coefficients, induced drag and pitch moment coefficients are thus transformed to include the compressibility effects.
@@ -57,7 +57,7 @@ The pitching moment is corrected for fuselage and nacelle influences based on To
 The frictional drag/viscous drag/zero lift drag is calculated based on the method of Raymer (Raymer 1992: Aircraft Design: A Conceptual Approach, page 280 ff).
 Contrary to what the name suggests, the viscous drag also "captures" influences of the boundary layer, which makes validation by CFD calculations difficult.
 
-![Formula for viscous drag](/img/visc_drag.png)
+![Formula for viscous drag](img/visc_drag.png)
 
 For this purpose, the aircraft is broken down into its individual components, whose drag is calculated from a form factor, interference factor, friction coefficient and the wetted area.
 The form factors are calculated using semi-empirical formulas, the interference factors are derived from the recommendations in the text (page 284 f).
@@ -75,7 +75,7 @@ The wave drag therefore only occurs when a compression shock occurs.
 From flight data it could be deduced that with increasing Mach number the wave drag is only between 0 and 10 drag counts and increases slightly linearly up to a Mach divergence number, above which the wave drag increases exponentially.
 This behavior of the wave drag is approximated by a fourth degree polynomial.
 
-![The rise of the wave drag for a typical aircraft](/img/Drag_creep.png)
+![The rise of the wave drag for a typical aircraft](img/Drag_creep.png)
 
 To calculate the wave drag, the critical Mach number is required, which is calculated according to the Korn-Mason equation (Mason 1990: Analytic Models for Technology Integration in Arcraft Design).
 To calculate the critical Mach number, the wing sweep, the profile thickness ratio, the local lift coefficient and the "profile technology factor" are required.
@@ -99,4 +99,4 @@ The high lift polars are calculated for the following cases:
 For this, the number, type postions and aera of all leading and trailing edge devices are read in.
 Based on smei-empirical formulas, a maximum lift coefficient and shifts of the drag and moment are calculated, based on the read in wing devices.
 
-![An example of a clean polar and transformed high lift polars at Mach 0.2](/img/high_lift_shift.png)
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+![An example of a clean polar and transformed high lift polars at Mach 0.2](img/high_lift_shift.png)
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mkdocs.yml

@@ -146,7 +146,7 @@ plugins:
             FILE_PATTERNS: "*.cpp *.h"
             RECURSIVE: True
             EXTRACT_ALL: YES
-          aerodynamic_analysis:
+        aerodynamic_analysis:
           src-dirs: ../aircraft-design/aerodynamic_analysis/
           full-doc: true
           output: docs/aerodynamic_analysis