During autoland I noticed the following:- The second A/P couldn't be selected until after capture of LOC and G/S. In the real thing, the APP mode in itself permits selecting the second A/P. This arms the second A/P for automatic engagement after LOC and G/S capture and when descent below 1500 feet RA occurs. At that point Single Channel turns into CMD.- The F/D bars should go out of view at 50 ft, since flare is not a F/D mode, only an autopilot mode- And not just for autoland but for single channel ILS approaches as well: there is a self test of the ILS deviation system between 1,500 and 800 feet. Satisfactory completion of this will be indicated by a 2 second deviation warning. I must say though, that I could only find this piece of trivia in my Lufthansa manual, not in the Boeing manual itself, and until I read this I never understood why my DF737 suddenly seemed to indicate a deviation during my flawless approaches :-)I know, we' re getting into the minor details here. Can't help it, that's what I specialize in :-)Leo Bakker

Are your number 1 and 2 nav radios tuned to the ILS? Jim

Selecting the second A/P has been a mixed bag for me. Sometimes I can select both prior to GS capture and other times the second A/P won't light until the GS is locked. I haven't found a pattern yet - if there is one. I'd written it off to user error but now I'm no longer sure. Doug

Hi Jim,Yes, they were, before I tried to select the second A/P. And I did manage to select the second A/P, only at a later time than I had expected.Leo Bakker

Hi Doug,Well, apparently it's the same for me. In a recent flight I WAS able to select the second A/P well before capture. I had made sure this time that I had set both radios to the ILS at over 20 miles before intercept so that that couldn't possibly be an issue. Maybe it all depends on timing? However, even in this situation CMD should only be indicated after passing 1,500 feet. A really minor issue.All in all the autoland feature is very smooth, although in my last two flights on touchdown the aircraft veered to the left and ended up in the terminal building!? Any one had that happen?Leo Bakker

>>...on touchdown the aircraft veered to the left and ended up in the terminal building!?Leo - I was on approach to KSAN with what looked to be a beautiful autoland. As I was about 1/4 mile out, I noticed I was a bit to the left. The plane ended up landing with the nose wheel on the left edge of the runway!?? I immediately disengaged the A/P but had a tough time regaining control on the ground. Oh well! I'll have to try it again!

Hi All,>>...on touchdown the aircraft veered to the left and ended up in the terminal building!?I've found that the AP won't fully disconnect by using the button I've programmed to my yoke (although the 'Disconnect' warning sounds) only using the AP Disconnect on the MCP gives me rudder authority on roll-out.

Just to get back briefly to finding a pattern. I was just doing a flight, fooling around a bit, decided out of the blue to land at Jersey, set the radios and again I couldn't switch the second A/P to on until LOC and G/S had been captured. Next I flew on to Gatwick, for this I not just set the radios but also put in the approach in the FMC and here I WAS able to switch the second A/P on after selecting APP but well before capture. So maybe it has to do with whether or not the approach is in the FMC?Leo Bakker