Things to consider with the AG FCR
The AG FCR scans in one BAR only in comparison to the AA FCR which can scan 4 BAR.
The AA FCR at 20nm and 1 BAR will scan a volume of airspace of 60 deg in azimuth and 10000ft in elevation. Its clear that the radar beam is quite small in elevation.
The AG FCR footprint will increase or decrease depending on the tilt angle of the antenna the altitude and the height above ground
Antenna tilt (elevation) and aircraft altitude determine the patch of ground illuminated by the beam.
The antenna tilt thumbwheel has a detent or center position that allows antenna tilt to be automatically centered at the A-G cursor position (equal to AUTO TILT) . With auto tilt, the antenna will ALWAYS tilt to bracket the cursor position.
Antenna tilt will be relative to the cursors range, and the aircrafts altitude.
The steeper the antenna tilt , the smaller the radar beam footprint .

Thanks Mav-JP.
All normal, just like JP said
The master caution illuminates because the ANTI SKID caution light was illuminated. The ANTI SKID caution light illuminates when power is applied to the brake control/antiskid assembly and goes off when power-up BIT has been successfully completed. This brief illumination of the ANTI SKID caution light may be observed when power is first applied or after the LG handle is placed down with the BRAKES channel switch in CHAN 1.

Ok, I’m going to make one thing clear. The following posted pictures with the fancy arrows, are not an attempt from my behalf to question your intellect. I just think that newcomers stumbling upon this thread, may benefit from the explanation, and If I come out as a smart-arse, trust me, I’m a dumb f***k, bu tat least, I’m not dumber than flat earthers.
Ok… lets begin.
The AA FCR doesn’t either display the entire picture on the MFD. Aircraft that are flying above or below you lower and upper scan limits, are not displayed.
To make things even worse, if you are flying at extremely high altitudes and are trying to detect very low flying aircraft, you radar footprint decreases dramatically when the antenna tilt angle is increased.
Looking at the YT video, the FCR is in 10 nm SP and cursors at 5nm.This means that the elevation T elevation symbol will not drift, unless the pilot pitches up or down .(assuming he has auto tilt).
I can also see l that the F-16 is flying fairly level ,and the antenna elevation is at a constant angle and slightly below 0 deg, so we don’t need to know the aircrafts altitude.
There seems to be a dark arched patch at the bottom of the FCR, but from 10nm and above, and I see clear ground mapping

I replicated it in BMS, put both screen shots together for easier comparison, and this is the result.

@Jetsun TMS AFT to remove the HANDOFF. Then you will be able to change the POS STP via the ICP.
This was added so you have the ability to pre-programm a dedicated STP for each HARM station in addition to mode,table,etc…

@gabrielwong1991 Don’t know much about the AGM-65L and why its HUD symbology differs from the D/G, but I will do my best to describe what you are seeing.
On the HUD, 235057 is your ETA (23:50:57)
Below that is you bearing (00) and range (0002).
On the TGP, the first 4 digits are you laser code (1688). The following digits are your time to go (000:24). Of course, there should be a space between them, and the laser code font size should be smaller.

@Mav-jp I bet most have noticed it,but either knew what was happening, or just ignored it.
For cockpit builders, its pure joy… They just love those lights popping on and off.

It’s a bug.
The heading tape should not change position when the DEPR switch is placed in PRI.
Two other things that come to mind.

1. The amount of depression is displayed in milliradians is a 3 digit number ( above ARM status)
   In this picture we see that the depression is zero. It should display 000 and not 0.

2. When the DEPR switch is placed in PRI, the roll indicator / DED should be blanked out.

EDIT
Disregard #2 It dose not happen

@gusva:

How far can we make a slightly more functional panel that does not run into classified problems?

Not much more than what is already coded. Maybe… I say maybe, some light indicators during operation or BIT, and some fault indications.

Some corrections.

Emitters without a T symbol or octagon mean that they are in search mode.

The T symbol means that the emitter is in a track and search mode. ( RWS-SAM / TWS)

Emitters accompanied by the T symbol and a octagon mean they are in a dedicated track mode ( STT). You will also hear 3 beeps every 7 seconds.

Flashing octagon = missile launch.

If the emitter is not a single character ( MQ for example) the octagon will denote a search and track status. A dedicated track by the same emitter will denoted by the octagon ,plus 3 beeps every 7 seconds.

@Frederf Correct
Also adding that the Handoff will automatically force NFOV.

@jc1 It has been reported.

@jc1 Ok, you found a bug.
Auto steerpoint selection is inhibited while in AG mode ( CCRP delivery mode) as shown in my video.
In your video, you are in preplanned weapon delivery mode. Nevertheless The STP should have not incremented.

Was able to repro.
Culprit, is NAV mode.
If you change the AA FCR to GM while in NAV mode and select TGP or FCR mark, the AG FCR stops scanning in azimuth.

Works fine in AG mode

Lets clear one thing up.

Blended mode is entered by placing the A/P switch to PITCH ALT HOLD or ATT HOLD while your are in MAN or ATF . In both cases, the STBY light illuminates. The Autopilot ROLL switch has nothing to do with blended mode, nor dose it influence automatic steerpoint selection in any way.

The STP number is not increasing automatically because you in manual steerpoint selection.
You will need to select the STPT page and dobber right to toggle between automatic or manual steerpoint selection. AUTO or MAN will be displayed on the STPT page. If AUTO is selected ,on the CNI page the letter A will be displayed adjacent to the steerpoint number.
AUTO STPT is inhibited while in AG mode.

Here is a video showing AUTO STPT selection, Blended mode, AP ROLL set to STRG and AG mode inhibiting AUTO -STPT
https://www.youtube.com/watch?v=Bhi8ydD0Zx8

Its a bug. It should be relative bearing and not bearing. It also should be a 2 digit number instead of 3 digits. It increments in 10’s of degrees. 00 your pointing at TD box. 01 ,your 10 deg off.
it range is 00-18

If you have a look required turn (L00), that’s what you should see as your relative bearing. The required turn is also incorrect it should be displaying values from R00- 99 L00-99 ( increments of 1)

It’s a bug.
The heading tape should not change position when the DEPR switch is placed in PRI.
Two other things that come to mind.

1. The amount of depression is displayed in milliradians is a 3 digit number ( above ARM status)
   In this picture we see that the depression is zero. It should display 000 and not 0.

2. When the DEPR switch is placed in PRI, the roll indicator / DED should be blanked out.

EDIT
Disregard #2 It dose not happen

@Mav-jp I bet most have noticed it,but either knew what was happening, or just ignored it.
For cockpit builders, its pure joy… They just love those lights popping on and off.

Thanks Mav-JP.
All normal, just like JP said
The master caution illuminates because the ANTI SKID caution light was illuminated. The ANTI SKID caution light illuminates when power is applied to the brake control/antiskid assembly and goes off when power-up BIT has been successfully completed. This brief illumination of the ANTI SKID caution light may be observed when power is first applied or after the LG handle is placed down with the BRAKES channel switch in CHAN 1.

@gabrielwong1991 Thanks for the video. That clears things up.
Its a bug. Its related to IAM weapons. I was testing with conventional bombs and GBUs, so that’s why I could not replicate your problem. Good catch!!

@gabrielwong1991 Hmm… Cant replicate. Could you please share a video ? Cheers!