FO OF ACR LGT TYPE ACFT INTERRUPTED CLB FOR A TCASII RA WARNING AND IS INVOLVED IN AN NMAC.

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ON CLBOUT FROM BUR WE WERE INSTRUCTED BY DEP TO CLB TO AND MAINTAIN 8000 FT. WE WERE ADVISED THAT WE WOULD BE CLRED HIGHER AFTER XING TFC PASSED AT 8500 FT. WE WERE IN A R TURN TO A NEW ASSIGNED NORTHERLY HDG AND PASSING APPROX 7000 FT WHEN A TCASII TA WAS RECEIVED; FOLLOWED IMMEDIATELY BY AN RA. THE TFC WAS INITIALLY SHOWN ON THE DISPLAY AT 10-11 O'CLOCK; LEVEL; AND APPROX 500 FT ABOVE US. I DISCONNECTED THE AUTOPLT AND AUTO THROTTLES AND REDUCED THE CLB AS INSTRUCTED BY TCASII. THE ADVISORY THEN STRENGTHENED AND ADVISED A 2500 FPM DSCNT. THE TFC WAS SIGHTED VISUALLY AS WE PUSHED OVER INTO THE DSCNT. THE LAST VERT SEPARATION I SAW ON THE TCASII WAS 300 FT; BUT WE HAD NOT QUITE REACHED THE APEX OF OUR PUSH-OVER AT THAT POINT. I ESTIMATE VERT SEPARATION AT 150 FT AS THE ACFT PASSED DIRECTLY OVER THE TOP OF OUR ACFT. THE ACFT WAS A LIGHT PLANE WITH A CANARD WING ON THE FRONT OF IT - - EXACT TYPE NOT KNOWN. THE CTLR INDICATED THAT THIS WAS NOT THE 8500 FT TFC WHICH HE HAD ADVISED US OF. HE KNEW ABOUT THE TFC WE HAD THE CONFLICT WITH; BUT SAID HE DID NOT ADVISE US BECAUSE THE OTHER ACFT RPTED US IN SIGHT. UNFORTUNATELY THIS TYPE OF OCCURRENCE IS QUITE COMMON AT LOW ALTS IN THE LOS ANGELES BASIN AREA. THE ARPTS WHICH ARE MOST DANGEROUS IN MY ESTIMATION ARE LGB; BUR; SNA; AND ONT -- IN THAT ORDER. TCASII ADVISORIES AND NEAR MIDAIRS ARE NOT EVEN RPTED IN THE MAJORITY OF CASES BECAUSE THEY ARE SO COMMON. I HAVE HAD AS MANY AS 3 RA'S REQUIRING EVASIVE ACTION ON 1 APCH TO THE LGB ARPT. MANY TIMES; ON APCH TO LGB; THE DATA TAGS ON THE TCASII TARGETS CANNOT EVEN BE READ BECAUSE THEY ARE ALL OVERLAPPING ONE ANOTHER. THE ONLY PLACE THAT IS SAFE TO FLY IN THE LAX BASIN IS WITHIN THE LAX TCA. THE ENTIRE BASIN SHOULD BE INCLUDED WITHIN THE TCA TO INCLUDE ALL OF THE ARPTS NOTED ABOVE. THIS NEEDS TO BE DONE AS SOON AS POSSIBLE -- BEFORE THERE IS ANOTHER MIDAIR COLLISION IN THIS DANGEROUS AREA.