Most autoland systems can be used without LVP, but the crew are expected to be extra vigilant because the performance might vary due to ILS interference.
IIRC there was a serious incident at LGW involving an MD-80 where departing traffic, over flying the LOC, caused large beam deviations which the autopilot translated into excessive roll angles at low altitude.
The performance as described could in part be related to radio altitude as the GS is usually phased out below 100ft. Also IIRC, flare is initiated by height or height-Gnd Spd relationship – depends on aircraft type; was the approach in a tailwind?
Alternatively some aircraft change autopilot gain as a function of altitude (or time/config), both pitch and roll can be affected; was there a late join, late config change?
In a similar manner to auto-landing without LVP, a good quality Cat 1 ILS can be used for auto-land practice providing that the ground profile of the undershoot is satisfactory – most UK ILSs meet the beam requirements, but not all airfields have a good ground profile.
So, as Henry states, “no LVPs in force >>> NO protections active... Take care.”
“And always tell ATC what you are about to do …” from personal experience, if auto-landing with ground-roll still engaged, be alert if a runway change is expected as a quick off–the-mark ATCO might change the ILS over which reverses the LOC beam sense; then you get a close view of the runway edge.