A MD80 FLC RECEIVED A TCASII RA ON APCH TO LAX.

Narrative

TCASII RA RECEIVED AS WE OBSERVED A BRASILIA COMMUTER ACFT OVERSHOOT RWY 25R; WITH A VECTOR TOWARDS OUR PATH. WE WERE CLRED TO DSND ON APCH RWY 24R LAX. CTLR SEEMED UNINTERESTED WHEN TOLD ABOUT OUR RA. WE LEVELED OFF AT WHAT APPEARED TO BE A NEAR MISS; WONDERING WHEN THE COMMUTER WOULD CORRECT. WE WERE DISTR FROM THE COCKPIT AND APCH FOR 40-50 SECONDS. HE SAID THAT THE TFC (BRASILIA) IN QUESTION WAS SUPPOSED TO BE ALIGNED WITH RWY 25R; NOTHING ABOUT HIS CONVERGING VECTOR. AFTER A 60 SECOND LEVELOFF; WE RESUMED THE APCH AND CLRNC VERIFICATION. I FEEL THE ULTIMATE SAFE SOLUTION TO RWY 24 AND RWY 25 LAX APCHS IS TO ALLOW ALL INBOUND TFC TO FLY THE GS FROM 30 MI OUT AND DIVERT/RESTRICT ALL SURROUNDING VICTOR AIRWAYS AWAY FROM THOSE GLIDE PATHS. REGARDING THE CIVET; PARADISE; AND OTHER ARR PROFILE DSCNTS; WORKLOADS ARE EXTREMELY HVY TRYING TO MEET ALT RESTRS; SLOWING AND INCREASING AIRSPDS FOR SPACING; OBSERVING TCASII ALERTS; CLRING FOR TFC; RUNNING COCKPIT CHKLISTS; ETC. LATELY; THESE ARRS HAVE BEEN CHANGED ON SHORT NOTICE AS MUCH AS 3 TIMES ON 1 APCH TO LAX TO MEET CTLR'S REQUIREMENTS. HOWEVER; THIS PUTS PLTS IN A PRECARIOUS SIT TRYING TO PLAN THEIR APCHS. WHAT IS WRONG WITH GIVING EACH COCKPIT A PLAN IN A TIMELY MANNER AND STICKING WITH IT.