Build create mission XML documentation

Description

Finally, the docu is done. I know it's late and I'd be happy if you took a look at it on Monday morning.

Perhaps, let just merge this bad boy and do a detailled review on Wednesday

docs/documentation/analysis/mission_analysis/mission_steps.md

@@ -25,14 +25,14 @@ A mission step can consist of the following nodes:
 If you need further information about these, please head other to [Create Mission XML](../../sizing/create_mission_xml/index.md).
 
 
-## Step Modes
+## Step Modes {#step_modes}
 
 In the following paragraphs, we focus on how the steps' `mode` will manipulate the `mission_profile` from start to landing.
 
 
 ### Takeoff {#takeoff_subparagraph}
 
-The `takeoff` is composed of ground run (break release until lift-off) and first climb segment to screen height ($35\,ft$). First, the aircraft is accelerated from $ 0\,\frac{m}{s} $ to the lift-off velocity $ v_{LOF} $ utilizing the `acceleration increments` of the [Configuration File](getting_started.md/#config_file). According to [EASA's CS-25 rules](https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-large-aeroplanes-cs-25), $ v_{LOF} $ equals $ 110\,\%$ $v_{MU}$ (minimum unstick speed) for aerodynamically limited aircrafts and $ 108\,\%$ $v_{MU}$ for geometry limited aircrafts. To generalize the $v_{LOF}$ calculation, a more conservative approach has been implemented. Since the climb speed at screen height $v_2$ should always be (moderately) greater than the lift-off speed, the following approximation is used (all velocities are calibrated airspeeds):
+The `takeoff` is composed of ground run (break release until lift-off) and first climb segment to screen height ($35\,ft$). First, the aircraft is accelerated from $ 0\,\frac{m}{s} $ to the lift-off velocity $ v_{LOF} $ utilizing the `acceleration increments` of the [Configuration File](getting_started.md/#config_file). According to [EASA's CS-25 rules](https://www.easa.europa.eu/en/document-library/easy-access-rules/easy-access-rules-large-aeroplanes-cs-25), $ v_{LOF} $ equals $ 110\,\%$ $v_{MU}$ (minimum unstick speed) for aerodynamically limited aircraft and $ 108\,\%$ $v_{MU}$ for geometry limited aircraft. To generalize the $v_{LOF}$ calculation, a more conservative approach has been implemented. Since the minimum safe climb speed at screen height $v_2$ should always be (moderately) greater than the lift-off speed, the following approximation is used (all velocities are calibrated airspeeds):
 
 $$
 v_{LOF} \approx v_2 \geq 1.2 \cdot v_{stall} = 1.2 \cdot 0.94 \cdot v_{stall,\,1g} = 1.128 \cdot v_{stall,\,1g}
@@ -69,7 +69,7 @@ before adapting the other _FlightConditions_ using the _set_segment_end_conditio
 
 ### Change Speed {#change_speed_subparagraph}
 
-See [Accelerate](#accelerate_subparagraph). Unlike `accelerate`, `change_speed` uses a (constant) given glide path angle from the `mission file` to derive a rate of climb. For this reason, it is used for deceleration during approach steps below $10\,000\,ft$ (ATC regulations demand certain glide path angles which can be maintained with this mode).
+See [Accelerate](#accelerate_subparagraph). Unlike `accelerate`, `change_speed` uses a (constant) given glide path angle from the `mission file` to derive a rate of climb. Because ATC regulations demand that you can maintain glide path angles between $0°$ and $3°$ at lower altitudes, it is used for deceleration during approach steps below $10\,000\,ft$. .
 
 
 ### Change Speed to CAS {#change_speed_to_CAS_subparagraph}