Yes! At the unit where I work, it is a very common to have inbound aircraft being on a closing heading at 15+nm from touchdown (out to 25nm for straight-ins). Because of terrain/other traffic/min radar service levels these aircraft can often only be safely cleared to descend to 4000ft which puts them well outside the protected range (10nm and roughly 3000ft) of the Glidepath . So they get a localiser 'clearance' then when safe and appropriate a further descent to 3000/2500ft and then a glidepath 'clearance'
That's a bit different. Your three instructions are:
1 "Turn left heading xxx to intercept the localiser, report established"
2 "Descend to altitude 2500 ft"
3 "Descend on the ILS, QNH xxxx"
What's wrong with:
1 "Turn left heading xxx"
2 "Descend to altitude 2500 ft"
3 "Continue the heading, when established on the localiser, descend on the ILS, QNH xxxx"
?
Instructions 2 and 3 might be combined.
1 "Turn left heading xxx"
2 "Descend to altitude 2500 ft on the heading, when established on the localiser, descend on the ILS, QNH xxxx"
Anywhere else in the world, the instructions would be:
1 "Turn left heading xxx"
2 "Descend to altitude 2500 ft, cleared ILS approach runway xx, QNH xxxx"