This is why the controlers at SoCal give the call 'After FUELR (PALAC), Cleared ILS runway 25L (24R) approach.'
Don't have time right now to really study the specific chart (will do soon) but in general, controllers clearing an aircraft for an approach does not demonstrate that the aircraft has captured the glideslope (which I believe is what this discussion is about).
Rather, controllers clear aircraft for the ILS approach when they become established on the localizer, and that does have a much further usable range than the glideslope. Once cleared for the approach, the pilot is free to descend to the minimum altitude(s) detailed on the chart for that segment of the approach, if not given a crossing restriction, that is.
Also, from what I understand (not being a pilot who flies into the major airports via STARs I am forced to extrapolate) an approach clearance trumps a STAR procedure. In other words, once the pilot is cleared for the approach he/she would adhere to altitudes, headings, etc, using the approach plate, not the STAR.
Do aircraft really capture the glideslope 25nm out for LAX? I am not so sure about that. Take a look at the profile section of 25L into LAX:
I would have expected to see the glideslope drawn out to FUELR had the approach designers intended the GS be captured there. I could be wrong but that is my interpretation of the chart.