Narrative:

I was the pilot flying an ILS approach into bur. We were cleared the ILS runway 08 at 3;000 ft; configured flaps 5; and about to intercept the glideslope. I requested gear down at the same time ATC called traffic; canceled our approach clearance; and directed us to turn left heading 290. Due to the radio congestion; the pilot not flying did not hear my gear call. Immediately after the turn request from ATC; we received a TCAS traffic alert. As I was disconnecting the autopilot to comply with the turn; we received a 'descend; descend' RA. I immediately began the descent to comply. ATC then directed us to 'climb; climb' several times. I told the pilot not flying to tell him we were descending in response to the RA. Shortly thereafter; we received the clear of conflict notification from TCAS and ATC began vectors for set up for another approach. ATC apologized a couple of times and explained that GA traffic off van nuys had executed an incorrect missed approach. The next approach and subsequent landing were accomplished uneventfully. The traffic was never seen due to being in IMC; only the red square was visible on the map display.due to the RA; we did not comply with the climb command from ATC. This event highlighted the importance of following the RA. The traffic at our 12 o'clock was also climbing and; had we followed the ATC climb in conflict with the RA; we would have been in a more hazardous clearance situation.I do not have a suggestion to prevent this from happening. Since the other aircraft was accomplishing the incorrect procedure; neither ATC nor we could have foreseen this conflict. The importance of following the RA was key to this event and the pilot not flying and I talked about it extensively upon landing. This event also highlighted the need to be ready for anything especially in a high workload phase of flight.

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Original NASA ASRS Text

Title: A B737-700 inbound to BUR suffered a close encounter with a C210 conducting an MAP from VNY. The C210 had failed to follow the published MAP. Avoidance directives from ATC were in conflict with those from TCAS.

Narrative: I was the pilot flying an ILS approach into BUR. We were cleared the ILS Runway 08 at 3;000 FT; configured flaps 5; and about to intercept the glideslope. I requested gear down at the same time ATC called traffic; canceled our approach clearance; and directed us to turn left heading 290. Due to the radio congestion; the pilot not flying did not hear my gear call. Immediately after the turn request from ATC; we received a TCAS Traffic Alert. As I was disconnecting the autopilot to comply with the turn; we received a 'descend; descend' RA. I immediately began the descent to comply. ATC then directed us to 'climb; climb' several times. I told the pilot not flying to tell him we were descending in response to the RA. Shortly thereafter; we received the clear of conflict notification from TCAS and ATC began vectors for set up for another approach. ATC apologized a couple of times and explained that GA traffic off Van Nuys had executed an incorrect missed approach. The next approach and subsequent landing were accomplished uneventfully. The traffic was never seen due to being in IMC; only the red square was visible on the map display.Due to the RA; we did not comply with the climb command from ATC. This event highlighted the importance of following the RA. The traffic at our 12 o'clock was also climbing and; had we followed the ATC climb in conflict with the RA; we would have been in a more hazardous clearance situation.I do not have a suggestion to prevent this from happening. Since the other aircraft was accomplishing the incorrect procedure; neither ATC nor we could have foreseen this conflict. The importance of following the RA was key to this event and the pilot not flying and I talked about it extensively upon landing. This event also highlighted the need to be ready for anything especially in a high workload phase of flight.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.