There is actually agreed UK phraseology for this. Its just that " Turn left/ right heading xxx, closing localiser from the left/right, when established on the localiser descend on the ILS" is more of a mouthful than the alternative.
There are also some some areas for caution to be exercised.
1. Glide path signals are only protected to a range of 10 miles outside of this they may be corrupt.
2 VFR/SVFR or even IFR traffic may be transiting below, through the localiser.
3 Descending below the glidepath outside of the protected range may have terrain/ controlled airspace issues.
4 False localiser capture. Just the other week I saw a modern aircraft of a respected Western fleet, twice report established some distance from the actual localiser (over high ground in IMC). The ILS was taken out of service and checked but was found to be operating perfectly. The fault was in the onboard equipment.
All of these points can be avoided by good Radar monitoring. However to have immediate descent once established on the ILS in ever busier skies is not considered to be the fail safe procedure.
With regard to the initial question, our local instructions ask pilots to make first call with the information letter and QNH thereafter it is only mentioned again if there is a change.
411A You are right, our methods are pedantic but for a reason. If you feel strongly about it then you could always file a report. Might I suggest though that you file it over here just to make sure it doesnt get buried or hidden by the FAA over there.