CLOSE PROX ACR WDB ON STRAIGHT IN TO RWY 25L AT LAX AND ACR LGT ON VISUAL TO RWY 25R.

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ON ILS APCH TO 25L AT LAX WE WERE ADVISED THAT AN LGT AT 2 O'CLOCK AND 4 MI WAS ON A R BASE FOR A VISUAL TO THE PARALLEL RWY 25R. WE ADVISED APCH THAT WE HAD THE TFC; AND WERE CLRED TO CONTINUE APCH TO 25L AND TOLD TO CONTACT TWR AT OM. THE LGT THEN OVERSHOT BOTH 25R AND 25L AND FROM A POS S OF US TURNED BACK TO N IN FRONT OF US TO REACQUIRE 25R CENTERLINE. SINCE WE WERE OVERTAKING THE LGT THAT WAS NOW XING OUR FLT PATH; WE MANEUVERED TO MAINTAIN CLRNC AND SEPARATION. THE OTHER ACFT WAS APPROX 2000 FT AHEAD AND APPROX 250-400 FT BELOW. THE TWR THEN CALLED THE LGT AND CLRED HIM TO LAND ON 25L SINCE HE WAS CLOSER TO THAT RWY AND RECLRED US TO 25R. THE PLT THEN ADVISED TWR THAT HE DID NOT HAVE EITHER RWY IN SIGHT AND PROCEEDED TO THE N TOWARDS 25R. WE ONCE AGAIN MANEUVERED TO OUR L TO LINE UP WITH 25L AND WERE CLRED TO LAND ON THAT RWY. THE LGT LANDED ON 25R. WHILE MANEUVERING BEHIND AND ABOVE THE LGT I CONSIDERED A GAR BUT DID NOT MAKE ONE SINCE WE HAD THE OTHER ACFT IN SIGHT AT ALL TIMES AND WAS FEARFUL THAT WE WOULD LOSE SIGHT OF HIM IN THE GAR; AND SINCE HE STATED HE HAD LOST VIEW OF THE RWYS HE MIGHT ALSO GAR AND PITCH UP INTO OUR FLT PATH. IN FUTURE AT LAX; APCH CTL SHOULD POSSIBLY NOT BE GIVING THESE VISUAL APCHS TO 25R WHICH REQUIRE A SHARP TURN IN; WHILE OTHER ACFT ARE FLYING ILS APCHS TO 25L; SINCE THE RWYS ARE SO CLOSE TOGETHER THAT ANY OVERSHOOT WILL CAUSE THIS TYPE OF INCIDENT.