MLG RECEIVED TCASII RA CLB FROM SMA X IN MULTIPLE RWY OP INTERSECTING RWYS XING TFC PATTERNS.

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AT LONG BEACH ARPT; THE L DOWNWIND FOR RWY 25L PASSES OVER THE RWY 30 FINAL APCH COURSE ABOUT 1 MI OUT. THE AIRPLANES LNDG ON RWY 30 GENERALLY PASS ABOUT 500 FT BELOW THE RWY 25L DOWNWIND TFC. I AM REQUIRED TO GIVE TA'S TO ALL ACFT CONCERNED WHEN APCHS ARE BEING MADE TO BOTH RWYS. TIMING AT THE RWY 25L-30 INTXN IS CRITICAL. THE INTXN MUST BE CLR OF ANY XING TFC BEFORE AN ACFT CAN CROSS EITHER THRESHOLD. ON THIS OCCASION; THERE WERE 2 SMA'S TURNING DOWNWIND FOR RWY 25L (L TFC) AND A TCASII EQUIPPED MLG AT 'BECCA' (LOM FOR ILS 30 LGB); ALONG WITH SEVERAL OTHER ACFT ON FREQ. HE FIRST MLG HAD BEEN CLRED TO LAND RWY 25L; WITH THE MLG FOLLOWING THROUGH THE INTXN ON RWY 30; ALSO WITH CLRNC TO LAND. THE SECOND SMA X WAS INSTRUCTED TO EXTEND DOWNWIND FOR AN MLG LNDG 30. TFC WAS GIVEN TO BOTH THE SMA X EXTENDING AND THE MLG ON FINAL DUE TO THE POOR VISIBILITY; (3 MI) THE MLG COULD NOT SEE THE SMA X THEREFORE; IT WAS MY RESPONSIBILITY TO PROVIDE THE REQUIRED VISUAL SEPARATION. THE MLG PASSED BELOW AND BEHIND THE SMA X AND LANDED; AFTER I HAD ADVISED BOTH ACFT THAT I HAD THEM BOTH IN SIGHT; AND THE MLG WOULD PASS BEHIND THE SMA X. THE PLT OF THE MLG CALLED THE TWR AFTER LNDG TO EXPLAIN THAT HIS TCASII HAD ALERTED HIM AND INSTRUCTED HIM TO 'PULL UP' OR 'CLB.' I FEEL THAT HAD I NOT STATED THAT I HAD BOTH IN SIGHT; THE MLG WOULD HAVE INITIATED A GAR; CAUSING A 'COORD NIGHTMARE.' (OR POSSIBLE CONFLICT WITH THE SMA X). ANYONE LNDG RWY 30 OR 12 AT LONG BEACH NEEDS TO BE AWARE THAT THEY WILL ALMOST ALWAYS BE TFC ON DOWNWIND FOR THE XING RWYS AND TO BE EXTRA ALERT AND LISTEN VERY CLOSELY TO THE CTLR. TCASII SEEMS TO BE A GOOD SYS; BUT AT A CTLED ARPT; A RA MAY CAUSE MORE HARM THAN GOOD. I KNOW OF AT LEAST ONE AIRLINE THAT REQUIRES THE RA SYS TO BE TURNED OFF ONCE THE ACFT IS ESTABLISHED ON FINAL APCH. I RECOMMEND THAT ALL TCASII EQUIPPED ACFT BE REQUIRED TO TURN OFF THE RA WHEN ESTABLISHED ON FINAL.