A B757-200 PIC COMPLAINS OF 'FORMATION FLYING' WITH A COMMUTER FLT 100 FT ABOVE HIM WHILE ON A 3 MI FINAL TO RWY 25L AT LAX; CA.

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WHILE FLYING LAX CIVET 4 ILS RWY 25L PROC; I EXPERIENCED AN AMBER TCASII TA BELOW 1000 FT WITH A 100 FT ABOVE TARGET INDICATION DIRECTLY ABOVE MY ACFT TCASII SYMBOL IN 5 MI RANGE. I WAS PREVIOUSLY INFORMED OF COMMUTER TFC THAT WAS FOLLOWING FROM MY REAR FOR RWY 25R. I NEVER OBTAINED A VISUAL WITH THAT ACFT. DISSIPATING 'SANTA ANA' WIND CONDITIONS EXISTED WITH GUSTS AND A TAILWIND OCCURRING ON DSCNT; SHEERING OUT TO A NORMAL W COMPONENT AT THE SURFACE. THIS EVENT CONSTITUTES FORMATION FLT WITHOUT A BRIEFING BTWN THE LEADER OR WINGMAN. RESPONSIBILITY REGARDING THIS PROC IS NOT CLR. THE POLICY OF METERING AND SPD CTLING OF ACFT INTO A WING-TO-WING FORMATION NEEDS TO BE EVALUATED. FOR EXAMPLE; WHAT WOULD THE OUTCOME BE IF I WERE TO HAVE STOPPED THE DSCNT FOR A FLAP DISAGREEMENT (COMMON NUISANCE TO THIS TYPE OF ACFT) WHILE THE FOLLOWING ACFT IS IN THAT CLOSE PROX? WHAT IF THE WINGMAN WAS DIRECTING HIS ATTN TO A CHKLIST AT THAT MOMENT? I FEEL THAT IF THESE APCHS ARE TO BE CONDUCTED; THE POLICY NEEDS TO BE DEFINED AND THAT THE FOLLOWING ACFT ARE NOT TO BE POSITIONED IN A WINGTIP POS. SEE SFO 13-2A PAGE AS AN EXAMPLE. WITH 34 YRS OF EXPERIENCE AT LAX; I AM AWARE OF THE CAPACITY; ATC AND VORTEX ISSUES. HOWEVER; I FEEL STRONGLY THAT WING-TO-WING OR VERY CLOSE PROX OF COMMUTER ACFT TO HVY B757 ACFT IS WRONG.