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diff --git a/docs/aerodromes/classc/Adelaide.md b/docs/aerodromes/classc/Adelaide.md
@@ -17,11 +17,7 @@
 AD ADC is not responsible for any airspace by default.
 
 ## Maneuvering Area Responsibility
-
-<figure markdown>
-![YPAD Maneuvering Area](img/ypad_maneuvring_area.png){ width="500" }
-  <figcaption>YPAD Maneuvering Area</figcaption>
-</figure>
+**ADC** is responsible for the **E2** and **D2** taxiways
 
 !!! note
     Where an aircraft will be taxiing via multiple taxiways of the same lettering (e.g. A6, then A5, then A4, etc), refer to the taxiway by only the letter.  

diff --git a/docs/aerodromes/classc/Brisbane.md b/docs/aerodromes/classc/Brisbane.md
@@ -45,7 +45,7 @@ Taxiway Y is to be used in a westerly direction and Taxiway Z in an easterly dir
     A similar conflict may exist between aircraft taxiing inbound via taxiway Zulu and aircraft taxiing outbound for runway 19L. Consider instructing inbound aircraft to hold short of taxiway Y1, allowing the use of Y1 and Charlie in case of a queue for holding point A3.
 
 <figure markdown>
-![YBBN Taxi Route](img/ybbn_taxi_routes.png){ width="500" }
+![YBBN Taxi Route](img/ybbnstdtaxi.png){ width="500" }
   <figcaption>Standard Taxi Routes</figcaption>
 </figure>
 

diff --git a/docs/aerodromes/classc/Canberra.md b/docs/aerodromes/classc/Canberra.md
@@ -55,13 +55,8 @@ City Scenic Flights are available by day and to the west of the aerodrome. Aircr
 | South (clockwise)  | CHARLIE ONE  | CHARLIE TWO          | 
 
 <figure markdown>
-![City Flight One](img/CBCTY1.png){ width="500" }
-  <figcaption>City Flight One</figcaption>
-</figure>
-
-<figure markdown>
-![City Flight Two](img/CBCTY2.png){ width="500" }
-  <figcaption>City Flight Two</figcaption>
+![City Scenic Flights](img/cbcty.png){ width="500" }
+  <figcaption>City Scenic Flights</figcaption>
 </figure>
 
 ### Helicopter Operations

diff --git a/docs/aerodromes/classc/img/CBCTY1.png b/docs/aerodromes/classc/img/CBCTY1.png
diff --git a/docs/aerodromes/classc/img/CBCTY2.png b/docs/aerodromes/classc/img/CBCTY2.png
diff --git a/docs/aerodromes/classc/img/cbcty.png b/docs/aerodromes/classc/img/cbcty.png
diff --git a/docs/aerodromes/classc/img/ybbn_taxi_routes.png b/docs/aerodromes/classc/img/ybbn_taxi_routes.png
diff --git a/docs/aerodromes/classc/img/ybbnstdtaxi.png b/docs/aerodromes/classc/img/ybbnstdtaxi.png
diff --git a/docs/aerodromes/classc/img/ymmlstdtaxi.png b/docs/aerodromes/classc/img/ymmlstdtaxi.png
diff --git a/docs/aerodromes/classd/Archerfield.md b/docs/aerodromes/classd/Archerfield.md
@@ -11,11 +11,6 @@
 | Archerfield SMC   | Archer Ground  | 129.300         | AF_GND                       |
 | Archerfield ATIS        |                | 120.900          | YBAF_ATIS                                |
 
-<figure markdown>
-![YSBK Maneuvering Area](img/YBAF_ManMapB.PNG){ width="500" }
-  <figcaption>Maneuvering Area</figcaption>
-</figure>
-
 ## Airspace
 AF ADC is responsible for the Class D airspace in the AF CTR `SFC` to `A015`.
 

diff --git a/docs/aerodromes/classd/Bankstown.md b/docs/aerodromes/classd/Bankstown.md
@@ -11,11 +11,6 @@
 | Bankstown SMC   | Bankstown Ground   | 119.900         | BK_GND                       |
 | Bankstown ATIS        |                | 120.900          | YSBK_ATIS                                |
 
-<figure markdown>
-![YSBK Maneuvering Area](img/ysbk_maneuvring_area.png){ width="500" }
-  <figcaption>Maneuvering Area</figcaption>
-</figure>
-
 ## Airspace
 BK ADC is responsible for the Class D airspace in the BK CTR `SFC` to `A015`.
 

diff --git a/docs/aerodromes/classd/Camden.md b/docs/aerodromes/classd/Camden.md
@@ -12,12 +12,6 @@
 | Camden SMC  | Camden Ground   | 121.900          | CN_GND                      |
 | Camden ATIS        |                | 125.100          | YSCN_ATIS                                |
 
-
-<figure markdown>
-![YSCN Maneuvering Area](img/YSCN_ManMap.PNG){ width="500" }
-<figcaption>Maneuvering Area</figcaption>
-</figure>
-
 ## Airspace
 CN ADC is responsible for the Class D airspace in the CN CTR `SFC` to `A020`.
 

diff --git a/docs/aerodromes/classd/Hobart.md b/docs/aerodromes/classd/Hobart.md
@@ -11,11 +11,6 @@
 | Hobart SMC    | Hobart Ground  | 121.700     | HB_GND                  |
 | Hobart ATIS       |                | 128.450          | YMHB_ATIS                                |
 
-## Maneuvering Area Responsibility
-<figure markdown>
-![YMHB Maneuvering Area](img/ymhb_maneuvring_area.png){ width="500" }
-</figure>
-
 ## Airspace
 HB ADC is responsible for the Class D airspace in the HB CTR:  
 North of the Runway Centreline: `SFC` to `A015`  

diff --git a/docs/aerodromes/classd/Jandakot.md b/docs/aerodromes/classd/Jandakot.md
@@ -12,12 +12,6 @@
 | Jandakot SMC  | Jandakot Ground   | 124.300          | JT_GND                       |
 | Jandakot ATIS     |                | 128.650          | YPJT_ATIS                                |
 
-
-<figure markdown>
-![YPJT Maneuvering Area](img/ypjt_maneuvring_area.png){ width="500" }
-  <figcaption>Maneuvering Area</figcaption>
-</figure>
-
 ## Airspace
 JT ADC is responsible for the Class D airspace in the JT CTR `SFC` to `A015`.
 

diff --git a/docs/aerodromes/classd/Launceston.md b/docs/aerodromes/classd/Launceston.md
@@ -11,11 +11,6 @@
 | Launceston ADC    | Launy Tower   | 118.700    | LT_TWR                         |
 | Launceston ATIS       |                | 134.750          | YMLT_ATIS                                |
 
-### Maneuvering Area Responsibility
-<figure markdown>
-![YMLT Maneuvering Area](img/ymlt_maneuvring_area.png){ width="500" }
-</figure>
-
 ## Airspace
 LT ADC is responsible for the Class D airspace in the LT CTR `SFC` to `A015`.
 

diff --git a/docs/aerodromes/classd/Parafield.md b/docs/aerodromes/classd/Parafield.md
@@ -11,12 +11,6 @@
 | Parafield SMC   | Parafield Ground  | 119.900          | PF_GND                       |
 | Parafield ATIS        |                | 120.900          | YPPF_ATIS                                |
 
-
-<figure markdown>
-![YPPF Maneuvering Area](img/yppf_maneuvring_area.png){ width="500" }
-  <figcaption>Maneuvering Area</figcaption>
-</figure>
-
 ## Airspace
 PF ADC is responsible for the Class D airspace in the PF CTR `SFC` to `A015`.
 

diff --git a/docs/separation-standards/classd.md b/docs/separation-standards/classd.md
@@ -28,16 +28,26 @@ Although Surveillance standards cannot be used for separation at Class D Towers,
 - Can be applied between departures and arrivals when the departing aircraft's flight path and the arrival aircraft's flight path are at least 45° clear of each other, and, for a straight-in approach, the arriving aircraft is at least **5nm** from the arrival runway threshold
 
 <figure markdown>
-![Segregated Flight Paths - Straight-in](img/sfpsi.png){ width="700" }
-  <figcaption>Segregated Flight Paths - Straight-in</figcaption>
+![Segregated Flight Paths - Straight-in (Prior to 5nm)](img/45segregatedfpsi1.png){ width="700" }
+  <figcaption>Segregated Flight Paths - Straight-in (Prior to 5nm)</figcaption>
+</figure>
+
+<figure markdown>
+![Segregated Flight Paths - Straight-in (After 5nm)](img/45segregatedfpsi2.png){ width="700" }
+  <figcaption>Segregated Flight Paths - Straight-in (After 5nm)</figcaption>
 </figure>
 
 #### Visual, DME/GNSS, Circle to land
 - Can be applied between departures and arrivals when the departing aircraft's flight path and the arrival aircraft's flight path are at least 45° clear of each other, and, for a Visual, DME/GNSS or Circle to land approach, the arriving aircraft is at least **10nm** from the airfield
 
 <figure markdown>
-![Segregated Flight Paths - Visual, DME/GNSS, Circle to land](img/sfpdga.png){ width="700" }
-  <figcaption>Segregated Flight Paths - Visual, DME/GNSS, Circle to land</figcaption>
+![Segregated Flight Paths - Visual, DME/GNSS, Circle to land (Prior to 10nm)](img/45segregatedfpcircle1.png){ width="700" }
+  <figcaption>Segregated Flight Paths - Visual, DME/GNSS, Circle to land (Prior to 10nm)</figcaption>
+</figure>
+
+<figure markdown>
+![Segregated Flight Paths - Visual, DME/GNSS, Circle to land (After 10nm)](img/45segregatedfpcircle2.png){ width="700" }
+  <figcaption>Segregated Flight Paths - Visual, DME/GNSS, Circle to land (After 10nm)</figcaption>
 </figure>
 
 ## Vertical

diff --git a/docs/separation-standards/img/20nmlong.png b/docs/separation-standards/img/20nmlong.png
diff --git a/docs/separation-standards/img/45segregatedfpcircle1.png b/docs/separation-standards/img/45segregatedfpcircle1.png
diff --git a/docs/separation-standards/img/45segregatedfpcircle2.png b/docs/separation-standards/img/45segregatedfpcircle2.png
diff --git a/docs/separation-standards/img/45segregatedfpsi1.png b/docs/separation-standards/img/45segregatedfpsi1.png
diff --git a/docs/separation-standards/img/45segregatedfpsi2.png b/docs/separation-standards/img/45segregatedfpsi2.png
diff --git a/docs/separation-standards/img/5nmlong.png b/docs/separation-standards/img/5nmlong.png
diff --git a/docs/separation-standards/img/arr10nm.png b/docs/separation-standards/img/arr10nm.png
diff --git a/docs/separation-standards/img/d2.png b/docs/separation-standards/img/d2.png
diff --git a/docs/separation-standards/img/d5.png b/docs/separation-standards/img/d5.png
diff --git a/docs/separation-standards/img/d8b.png b/docs/separation-standards/img/d8b.png
diff --git a/docs/separation-standards/img/dep10min.png b/docs/separation-standards/img/dep10min.png
diff --git a/docs/separation-standards/img/dep2min.png b/docs/separation-standards/img/dep2min.png
diff --git a/docs/separation-standards/img/dep4a.png b/docs/separation-standards/img/dep4a.png
diff --git a/docs/separation-standards/img/dep5min.png b/docs/separation-standards/img/dep5min.png
diff --git a/docs/separation-standards/img/dep7a.png b/docs/separation-standards/img/dep7a.png
diff --git a/docs/separation-standards/img/diagonalsep.png b/docs/separation-standards/img/diagonalsep.png
diff --git a/docs/separation-standards/img/sandp.png b/docs/separation-standards/img/sandp.png
diff --git a/docs/separation-standards/img/sfpdga.png b/docs/separation-standards/img/sfpdga.png
diff --git a/docs/separation-standards/img/sfpsi.png b/docs/separation-standards/img/sfpsi.png
diff --git a/docs/separation-standards/img/snp.png b/docs/separation-standards/img/snp.png
diff --git a/docs/separation-standards/img/t7b.png b/docs/separation-standards/img/t7b.png
diff --git a/docs/separation-standards/img/visualfix.png b/docs/separation-standards/img/visualfix.png
diff --git a/docs/separation-standards/parallelapps.md b/docs/separation-standards/parallelapps.md
@@ -19,6 +19,11 @@ The following page applies to Parallel Runway Operations at [YSSY](../../termina
     - **1.5nm** at [YBBN](../../terminal/brisbane/#parallel-runway-operations)  
     - **1nm** at [YSSY](../../terminal/sydney/#parallel-runway-operations)
 
+<figure markdown>
+![Diagonal Separation Diagram](img/diagonalsep.png){ width="700" }
+  <figcaption>Diagonal Separation Diagram</figcaption>
+</figure>
+
 ## Independent Visual Approaches
 - When vectoring an aircraft to intercept the final course, ensure that the final vector permits the aircraft to intercept at an angle not greater than 30 degrees.
 

diff --git a/docs/separation-standards/procedural.md b/docs/separation-standards/procedural.md
@@ -11,22 +11,22 @@ title: Procedural
 ### 2 min
 | Conditions | |
 | ------------- | ------------------ |
-| a) The aircraft are climbing to vertically separated levels;<br>b) Both aircraft report reaching the cruising level;<br>c) If the following aircraft is climbing to a lower level than the preceding aircraft, and reaches that level first, apply another form of separation immediately; and<br>d) climb and cruising IAS of the following aircraft is at least 10 kt slower and not more than 90% of the climb and cruising IAS or Mach number of the leading aircraft. | <figure markdown>
+| a) The aircraft are climbing to vertically separated levels;<br>b) Both aircraft report reaching the cruising level;<br>c) If the following aircraft is climbing to a lower level than the preceding aircraft, and reaches that level first, apply another form of separation immediately; and<br>d) climb and cruising IAS of the following aircraft is at least **10 kt slower** and not more than **90%** of the climb and cruising IAS or Mach number of the leading aircraft. | <figure markdown>
 ![2 min Departure Standard Diagram](img/dep2min.png){ width="600" }
 </figure> |
 
 ### 5 min
 | Conditions | |
 | ------------- | ------------------ |
-| a) Both aircraft report reaching the cruising level;<br>b) If the following aircraft reaches that level first, apply another form of separation immediately; and<br>c) climb and cruising IAS of the following aircraft is at least 10 kt slower and not more than 90% of the climb and cruising IAS or Mach number of the leading aircraft. | <figure markdown>
-![5 min Departure Standard Diagram](img/dep4a.png){ width="600" }
+| a) Both aircraft report reaching the cruising level;<br>b) If the following aircraft reaches that level first, apply another form of separation immediately; and<br>c) climb and cruising IAS of the following aircraft is at least **10 kt slower** and not more than **90%** of the climb and cruising IAS or Mach number of the leading aircraft. | <figure markdown>
+![5 min Departure Standard Diagram](img/dep5min.png){ width="600" }
 </figure> |
 
 ### 10 min
 | Conditions | |
 | ------------- | ------------------ |
 | a) Both aircraft report reaching the cruising level;<br>b) If the following aircraft reaches cruising level first, apply another form of separation immediately; and<br>c) climb IAS of the following aircraft is less than or equal to the climb IAS of the leading aircraft. | <figure markdown>
-![10 min Departure Standard Diagram](img/dep7a.png){ width="600" }
+![10 min Departure Standard Diagram](img/dep10min.png){ width="600" }
 </figure> |
 
 </details>
@@ -38,8 +38,8 @@ title: Procedural
 ### 10nm
 | Conditions | |
 | ------------- | ------------------ |
-| a) Both aircraft are inbound and the leading aircraft is within 20 NM of a controlled aerodrome with DME or a published waypoint; and<br>b) The aircraft are assigned vertically separated levels. | <figure markdown>
-![10nm Arrival Standard Diagram](img/d5.png){ width="600" }
+| a) Both aircraft are **inbound**, and the leading aircraft is within **20nm** of a controlled aerodrome; and<br>b) The aircraft are assigned vertically separated levels. | <figure markdown>
+![10nm Arrival Standard Diagram](img/arr10nm.png){ width="600" }
 </figure> |
 
 </details>
@@ -79,9 +79,9 @@ After the estimated time of passing, aircraft may not climb or descend through t
 ### Distance
 #### Distance Reports
 Distance standards **cannot** be applied using the Bearing-Range Line Tool, since the position displayed on the scope is just an estimation of where the aircraft is.  
-Instead, it must be done using actual reports from the aircraft.  
+Instead, it must be done using actual reports from the aircraft, using **GNSS** or **DME**.  
 
-The lead aircraft must be tracking directly to/from the aid. Always ask the lead aircraft for their distance report prior to the following aircraft.  
+The lead aircraft must be tracking directly to/from the aid. **Always** ask the *lead* aircraft for their distance report **prior** to the *following* aircraft.  
 
 Distance checks must be conducted as per the following table:
 
@@ -97,29 +97,29 @@ Distance checks must be conducted as per the following table:
 | Conditions | |
 | ------------- | ------------------ |
 | | <figure markdown>
-![20nm Distance Standard Diagram](img/d2.png){ width="600" }
+![20nm Distance Standard Diagram](img/20nmlong.png){ width="600" }
 </figure> |
 
 #### Reciprocal track
 ##### 5nm Definite Passing
 | Conditions | |
 | ------------- | ------------------ |
-| Reports indicate that the aircraft have passed and the distance is opening | <figure markdown>
-![10nm Definite Passing Standard Diagram](img/d8b.png){ width="600" }
+| Distance Reports (using GNSS or DME) indicate that the aircraft have passed and the distance is opening | <figure markdown>
+![10nm Definite Passing Standard Diagram](img/5nmlong.png){ width="600" }
 </figure> |
 
 ##### Sight and Pass
 | Conditions | |
 | ------------- | ------------------ |
 | a) Both aircraft report sighting and passing the other by day (and in Oceanic airspace by night);<br>b) Both aircraft are above A100; and<br>c) You ensure there is no possibility of incorrect identification by either aircraft. | <figure markdown>
-![Sight and Pass Standard Diagram](img/snp.png){ width="600" }
+![Sight and Pass Standard Diagram](img/sandp.png){ width="600" }
 </figure> |
 
 ##### Opposite sides of visual fix
 | Conditions | |
 | ------------- | ------------------ |
 | a) Both aircraft report passing the same visual fix; and<br>b) The visual fix must be a prominent topographical feature within 10,000 FT of the levels of each aircraft | <figure markdown>
-![Opposite sides of visual fix Standard Diagram](img/t7b.png){ width="600" }
+![Opposite sides of visual fix Standard Diagram](img/visualfix.png){ width="600" }
 </figure> |
 
 </details>

diff --git a/docs/terminal/melbourne.md b/docs/terminal/melbourne.md
@@ -149,11 +149,6 @@ Due to the low level of CTA above Avalon, aircraft conducting approaches will co
     **JST607:** "JST607, clear of the runway, Avalon, cancel SARWATCH"  
     **ML TCU:** "JST607, Avalon SARWATCH terminated"
 
-<figure markdown>
-![Approximate Airspace Split](img/YMAV_approach.png)
-  <figcaption>Approximate Airspace Vertical Split (not to scale)</figcaption>
-</figure>
-
 ### Departures
 Departing aircraft will require an airways clearance on the ground, due to the low level of CTA. Aircraft should report taxiing to the TCU controller, who will issue a squawk code and traffic statement. These aircraft should be instructed to report at the holding point, where airways clearance will be issued.