B737-200 FLT CREW LANDED AT BOS WITHOUT A CLRNC.

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TALKING TO BOS APCH; BEING SEQUENCED IN AND FINALLY GOT APCH CLRNC FOR ILS RWY 27 BOS; MAINTAIN 170 KTS TILL RIPIT (6.5 MI). APCH CTLR BUSY WITH OTHER ACFT AND NEVER TOLD US TO SWITCH TO TWR. WE DID NOT CATCH IT DUE TO THE FOLLOWING LISTED DISTRS: THE 'B' AUTOPLT WAS ENGAGED WITH THE CAPT FLYING THE APCH. THIS IS UNUSUAL AS THE 'B' APCH GETS ITS DATA FROM THE FO'S INSTS. THE CAPT ELECTED TO DO THIS AFTER A NUMBER OF ABNORMAL ROLL INPUTS HAD BEEN ABRUPTLY ENTERED BY THE 'A' AUTOPLT EARLIER IN THE FLT. HE TRIED 'A' AGAIN DURING THE INITIAL APCH AND EXCESS TRANSIENT ROLLS CONTINUED. THEREFORE; HE SWITCHED TO AUTOPLT 'B.' HE SWITCHED BACK TO 'A' TO MAKE THE APCH LEGAL WITH HIM FLYING BUT THE ERRATIC ROLLS CONTINUED WHICH WAS VERY DISCONCERTING AT LOW ALT. THE CAPT CALLED FOR THE BEFORE LNG CHKLIST WHILE MONITORING AUTOPLT A'S PERFORMANCE; WHICH WAS ERRATIC. WE COMPLETED THE CHKLIST AND HE FINALLY DISCONNECTED THE AUTOPLT COMPLETELY AND HAND FLEW THE APCH. AT THIS POINT HE STATED THAT HE HAS NOT LANDED IN OVER A MONTH; SO I SHOULD BACK HIM UP CLOSELY. WE ARE AT ABOUT 2 1/2 MI WITH OTHER TFC STILL ON THE RWY. WHILE WATCHING THE OTHER TFC; I NOTICED THAT THE CAPT WAS HOLDING UNUSUAL AMOUNTS OF R WING DOWN AILERON AND THEN TAKING IT OUT; PUTTING BACK IN; AND TAKING IT OUT. THE RPTED WINDS WERE LIGHT WITH LITTLE XWIND COMPONENT FOR SO MUCH AILERON. I WAS CONCERNED AS I BEGAN TO WONDER WHETHER THIS COULD BE A CTL PROB WITH THE ACFT SOMEHOW RELATED TO THE ABNORMAL ROLL TENDENCIES OF THE 'A' AUTOPLT; OR WAS THE CAPT REALLY RUSTY FROM NOT FLYING RECENTLY? (I HAVE NEVER FLOWN WITH HIM BEFORE AND HE IS EXTREMELY JUNIOR AT THE COMPANY.) AS I WAS WATCHING HIS AILERON INPUTS; I REMEMBERED THAT THERE WAS A GRIPE IN THE ACFT LOGBOOK ABOUT FUEL GAUGE INACCURACIES. I LOOKED DOWN AND NOTICED THERE WAS A 400 LB FUEL SPLIT INDICATED ON THE GAUGES; BUT I DON'T KNOW WHETHER THEY WERE ACCURATE DUE TO THE GRIPE IN THE BOOK. WE WERE AT 500 FT AND THE TFC ON THE RWY WAS CLRING AT THE END. WE WERE ALMOST THERE -- IN THE FLARE AND FINALLY TOUCHDOWN. I THOUGHT TO MYSELF; 'I'M GLAD THAT IS OVER.' AS WE ROLLED TO THE TURNOFF; I BEGAN MY FLOW AND WONDERED WHY THE TWR WAS NOT TALKING TO US. I LOOKED DOWN AND REALIZED WE DIDN'T SWITCH TO THE TWR FREQ. I IMMEDIATELY THREW THE XFER SWITCH AS TWR WAS DIALED IN THE STANDBY POS. TWR CALLED US AND CLRED US TO CROSS THE OTHER RWY AND CONTACT GND. NOTHING MORE WAS SAID. IN SUMMARY; I BELIEVE THAT MANY DISTRS LED TO THIS LOSS OF SITUATIONAL AWARENESS. PRIMARILY THE CONCERN FOR THE FLYABILITY OR AIRWORTHINESS OF THE ACFT. ALSO; THE CONCERN FOR THE CAPT'S LACK OF EXPERIENCE AND RECENCY; THE FUEL SPLIT; POOR COMS WITH APCH DUE TO VOLUME OF TFC; TIGHT SEQUENCING WITH TFC AHEAD; AND A RELATIVELY SHORT NOTICE TO CHANGE FROM THE RWY 22 TO RWY 27 APCH ALL CONTRIBUTED TO BASICALLY BEING TASK SATURATED. SUPPLEMENTAL INFO FROM ACN 558050: COPLT MISSED THE '1000 FT; CLRED TO LAND' REQUIRED CALL. I ALSO MISSED THE OMISSION. ZBW NEVER SAID A WORD TO US; AND WE DIDN'T ADVERTISE THE ERROR. I; (CAPT) JUST CAME OFF AN EXTENDED LEAVE 30+ DAYS. THIS WAS THE FIRST LEG SINCE MY BREAK.