The modes indicated to the crew might not be quite the same as in the autopilot computation; this depends on system design and aircraft type.
The correct approach path is achieved by changing attitude to centre the GS beam; there may be many other damping factors, and in more modern systems the ability to smooth the approach with flight path angle or inertial inputs.
As altitude decreases the angular GS signal becomes more sensitive, and as a reflected beam it suffers hyperbolic distortion – it will be above the ideal glidepath. To counter these problems the autopilot pitch demand will fade-out the GS or use a mixture with an averaged attitude, FPA, or inertial path before reaching the flare altitude.
Autopilot flare modes are usually aircraft type specific, but as a generalisation it is the need to reduce descent rate as altitude reduces by increasing pitch (Ht rate–x ~ Ht, where –x ensures a positive touchdown, the aircraft aims for zero vertical speed just below the runway).
Some systems may vary the flare initiation altitude according to windspeed to help constrain the touchdown footprint.