Actually, autoland capability has been around for a long time. I believe the British Comet was the first airliner to successfully autoland back in the late 50's or early 60's. The L1011 had a very good autoland capability.
Being trained to autoland in an aircraft is one thing. Being trained to use the autoland feature during actual CAT II/III operations is something different. You can autoland in severe clear conditions. During Actual CAT II/III wx conditions, the aircraft, crew and airport have to be certified to do so.
In the B75/76, we normally had 3 autopilots (triple redundancy on all systems) coupled when performing an autoland and we were certified to 300ft RVR. 3 autopilots for what is called "fail/operation" operations (meaning if one quit the other 2 could perform the autoland flawlessly). If we started with only 2 autopilots initially it's a "fail/safe" autoland (meaning if one of the two quit the airplane wouldn't deviate substantially from it's current track but couldn't autoland).
The A300-600 is certified to, and we are trained for, CAT IIIb operations (600ft RVR). Certain equipment is required for CAT II or CAT IIIa/b wx operations and we use a CAT II/III checklist if something is deferred to determine the aircraft's capabilities for any given approach.
During real CAT IIIb approaches we use an 100' "alert" height and not a "decision" height. The difference is that you aren't required to see ANYTHING when you get to the "alert" height. If all systems are green, you continue to land. At certain radio altimeter heights (we have 3 RA's) the airplane will automatically flare, retard the throttles, apply autobrakes and track the rwy centerline until the autopilots have been disconnected. We just have to monitor, aply the thrust reversers and be able to turn off the rwy and find our way to the gate using the SMCGS lighting system.
I know of no airliner that can perform an auto T/O.
BTW, we are required to autoland for any actual CAT II/III approaches.