An MD80 Captain landed in non compliance with company directives when a NO FLARE indication appeared during a CAT II approach.

Narrative

The weather in our destination was such that I decided an autoland was the best course of action. The RVR had been fluctuating between 1800 FT and 2500 FT and I thought there was a possibility of the RVR going lower. First Officer had successfully tested the autoland system on both DFGC's (Digital Flight Guidance Computers) prior to departing. I thoroughly briefed the CAT III approach in addition to the CAT II procedure in the Volume I Operations manual. As we commenced the approach; everything was good. About halfway between the outer marker and the runway; Tower transmitted that the RVR was 2500 FT. At about 100 FT I called the runway in sight and announced 'Landing.' My attention was now outside and had a good view far down the runway. First Officer made his call at 50 FT and right after that call I noticed NO FLARE on the FMA. Everything had been normal up to that point. I disconnected the autopilot and auto throttle; flared manually and simultaneously advanced power in order to arrest sink rate. This happened at about 20 FT AGL. The landing was normal and on the centerline. The speed brake handle came aft followed by verbal announcement 'deployed' by First Officer. The speed brake handle then went full forward and I manually deployed the speed brake. The rollout and taxi was uneventful. I realized that the Volume I Operations Manual calls for a go-around if any aircraft or ground equipment malfunctions prior to touchdown; but in this case; being this low to the ground and the wheels touching the runway; I saw no other option but to land. In the interest and safety of the passengers I felt that this was the safest course of action.