Isn't the pilot flying monitoring the localizer and glide slope? I'm surprised that the non-flying pilot calls that out.
The flying pilot is using the localizer and glideslope. The nonflying pilot is monitoring it.
The non-flying pilot makes the deviation call-outs. Typical deviation call-outs are:
"Glide-slope" (one dot high, zero dots low)
"Localizer" (half-dot deflection)
"Airspeed" (0 knots slow, 5 knots fast)
and so on.
Also typical standardized call-outs are:
"Glideslope Alive"
"Localizer Alive" or "Course Alive" or "Bearing Alive"
and so on.
Standardized calls are used at large companies (and some small ones) to maintain the same practices and procedures among the crew members. The actual standard calls vary with each company, and it's expected that precise verbiage be used. In your case, you're standardizing between yourself and your husband; you can use what works for the two of you.
I use the same calls whether I'm in a crew situation, or alone in a single pilot airplane. I always do them out loud; same for the checklists. It's a good practice.
Briefing the approach is generally done once you know which approach you'll be getting. In a 172, there's not a lot to brief. In a large complex aircraft, there may be quite a bit to brief, with the actual approach being the simple part that can be deferred until you're close enough to get ATIS and a procedure assignment.
If you're going to be using an arrival (STAR), you can brief that as well.
On Jepp charts, the charts are arranged in the "briefing strip" format, which gives everything to be briefed in a simple format, in order. Some of the NACO charts are the same way. In a nutshell, make sure you're on the chart you want, especially if you're both using a chart, instead of one common chart. Verify it by procedure name, page number, and effective date.
Set your frequencies, course, and altimeter bugs, and verify what the relevant minimums are, as well as the MSA, and if appropriate, transition level (not appropriate in the US in a 172). Brief the lighting you expect to see when you break out on the approach (PAPI on the left, MALSR as depicted on the chart, etc), and your anticipated taxi directions. Brief the missed approach, including how you intend to enter the hold.
When you're acting as pilot not flying, you'll usually work the radios, and let the pilot flying just fly. It's a good practice to stay one frequency ahead. If you're talking to ground, have the tower frequency set in the flip-flop or reserve position. Then, when you switch to tower, have the departure frequency set in place, and so on. Stay a frequency ahead.
You won't need an Operations Manual; these are proprietary to each company, and spell out company policies and procedures, daily operations, responsibilities, special authorizations and limitations, hazardous materials handling, security, etc.
