diff --git a/docs/documentation/analysis/mission_analysis/index.md b/docs/documentation/analysis/mission_analysis/index.md
index ff71efeb424301fb149397275b7a38fbe98222e2..d2509e3af8aeb871b02b542f439429f5f37a6936 100644
--- a/docs/documentation/analysis/mission_analysis/index.md
+++ b/docs/documentation/analysis/mission_analysis/index.md
@@ -20,9 +20,11 @@ Mentioned parameters include the energy consumptions which has a high impact on
 
 Once your mission is calculated, you can choose from a wide range of profile data which allows you to further investigate what your aircraft actually does. Here's a little example graph which visualizes the engines' total fuelflow during a `design_mission`:
 
-<div align="center">
-    <img src="figures/mission_profile.png" width="85%" alt="Mission Profile"/>
-</div>
+<p align="center">
+  <img src="figures/mission_profile.png" alt="Mission Profile" width="85%">
+  <br>
+  <em>Visualization of an example mission profile.</em>
+</p>
 
 
 ## Quick Overlook
diff --git a/docs/documentation/analysis/mission_analysis/mission_steps.md b/docs/documentation/analysis/mission_analysis/mission_steps.md
index 8e01eb3262da6d04e6616d675acc1e2183e99f20..2ff8245245b9fdb261d0a00fdfa521cba1484f34 100644
--- a/docs/documentation/analysis/mission_analysis/mission_steps.md
+++ b/docs/documentation/analysis/mission_analysis/mission_steps.md
@@ -2,6 +2,7 @@
 
 In this section, you will learn how **mission_analysis** interprets the different mission steps from the `mission file`. Beside that, we show you how the taxiing procedures are implemented. 
 
+
 ## Mission Step Input Parameters
 
 A mission step can consist of the following nodes:
@@ -59,9 +60,11 @@ $$
 
 before adapting the other _FlightConditions_ using the _set_segment_end_conditions_ function. Once the end altitude within the iteration loop doesn't change anymore, the parameters have converged. Hence, they are saved into the `mission profile` and the next increment will be calculated.
 
-<div align="center">
-    <img src="figures/acceleration/iteration.gif" width="75%" alt="Acceleration flow chart"/>
-</div>
+<p align="center">
+  <img src="../figures/acceleration/iteration.gif" alt="Acceleration flow chart" width="95%">
+  <br>
+  <em>Flow chart displaying the iterative pattern to identify the increment's height change.</em>
+</p>
 
 
 ### Change Speed {#change_speed_subparagraph}
@@ -99,13 +102,14 @@ If no maximum $ROC$ is given by the `mission file`, $ROC$ will be taken from the
 
 The `climb_to_cruise` mode adapts [Climb](#climb_subparagraph) with the difference that its minimum rate of climb is set to $ 0\,\frac{ft}{min}$. While climbing towards the initial cruise altitude, the air becomes thinner and colder which leads to an increasing Mach number. Once the design cruise Mach $M_{cruise}$ number is exceeded, a constant CAS climb would lead to compressibility effects which could worsen the aircraft's performance. Therefore, the Mach number is kept constant as soon as $M_{cruise}$ is reached. Therefore, $M_{cruise} \approx M_{transition}$.
 
-<div align="center">
-    <img src="figures/transition_altitude.png" width="200px" alt="Transition Altitude"/>
-</div>
-
-
 The altitude at which this occurs is called transition altitude $h_{transition}$ (aka crossover altitude). $h_{transition}$ is defined as the geopotential pressure altitude at which calibrated airspeed and Mach number are representing the same value of true airspeed ($TAS_{Mach} = TAS_{CAS}$). Using the barometric formula, $h_{transition}$ is computed in the following way:
 
+<p align="center">
+  <img src="../figures/transition_altitude.png" alt="Transition Altitude" width="85%">
+  <br>
+  <em>Climb profile at given IAS/MACH Law [1].</em>
+</p>
+
 $$
 h_{transition} = \frac{T_{h=0}}{\frac{\delta T}{\delta h}} \cdot \left(\frac{p_{transition}}{p_{h=0}}\right)^{\frac{R\cdot \frac{\delta T}{\delta h}}{g} - 1}
 $$