Narrative:

This report is to raise awareness about the IFR missed approach/go around procedures in effect at burbank ATCT. Previously; IFR missed approaches and IFR visual approach go arounds allowed aircraft to be given headings for flight back to socal approach to commence another approach back to land at burbank. However; those were taken away (due to minimum vectoring altitudes?) and replaced with the published missed approach or to remain in the traffic pattern at burbank. The published missed approach takes aircraft right into the arrival approach into burbank; so if socal approach is not protecting for a missed approach; two aircraft are going to be pointed at each other.as for visual approaches into burbank; controllers are strongly encouraged to keep aircraft in the traffic pattern instead of sending them back to socal approach. This is more easily accomplished with slower non turbo jet aircraft. The fast jets however have turning radii that take them outside of burbank airspace. For instance; a [air carrier large jet] going around on an approach to runway 33 must make left traffic back to runway 33 (right traffic is not permitted to due terrain). This air carrier will enter whiteman airport airspace (whp) and van nuys airport airspace (vny). Normally a pilot of the [air carrier large jet] needs from 3.5 to 6 miles in radius for the pattern. This means the [air carrier large jet] will be very close to arrivals and departures out of van nuys. If van nuys has an IFR aircraft in or out at the wrong time; basic IFR separation could be lost. At the same time; a visual approach go around off runway 8 requires right traffic back to runway 8 (again due to terrain) and may put the aircraft in close proximity to van nuys depending on how tightly the pilot can maneuver the airplane. Keeping large; fast moving; wide turning jets in the pattern puts them too close to van nuys traffic. The headings (same as on the sids) used prior to the new procedures allowed the aircraft to be directed away from sequential arrivals and traffic at van nuys. Go arounds off runway 8 were given turn right to heading 210 (which is what departures got). This kept the go around away from the next arrival into burbank and van nuys traffic. A coordinated turn right heading 120 also gave controllers another out if there was a slow moving IFR departure on a 210 heading before the go around.go arounds off runway 33 were given turn left heading 270. This kept them away from the next burbank arrival and further away from van nuys airport. In past experience; I have had a [air carrier large jet] go around on runway 33 that made left traffic back to runway 33 with a turn so wide that he flew the downwind about 1 mile east of van nuys airport at 3000 MSL.

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Original NASA ASRS Text

Title: BUR Tower Controller reports of inadequate procedures for missed approach/go-around aircraft and the conflictions related to aircraft going missed approach/go-around.

Narrative: This report is to raise awareness about the IFR missed approach/go around procedures in effect at Burbank ATCT. Previously; IFR missed approaches and IFR visual approach go arounds allowed aircraft to be given headings for flight back to SoCal Approach to commence another approach back to land at Burbank. However; those were taken away (due to minimum vectoring altitudes?) and replaced with the published missed approach or to remain in the traffic pattern at Burbank. The published missed approach takes aircraft right into the arrival approach into Burbank; so if SoCal Approach is not protecting for a missed approach; two aircraft are going to be pointed at each other.As for visual approaches into Burbank; controllers are strongly encouraged to keep aircraft in the traffic pattern instead of sending them back to SoCal Approach. This is more easily accomplished with slower non turbo jet aircraft. The fast jets however have turning radii that take them outside of Burbank airspace. For instance; a [air carrier large jet] going around on an approach to runway 33 must make left traffic back to runway 33 (right traffic is not permitted to due terrain). This air carrier will enter Whiteman Airport airspace (WHP) and Van Nuys Airport airspace (VNY). Normally a pilot of the [air carrier large jet] needs from 3.5 to 6 miles in radius for the pattern. This means the [air carrier large jet] will be very close to arrivals and departures out of Van Nuys. If Van Nuys has an IFR aircraft in or out at the wrong time; basic IFR separation could be lost. At the same time; a visual approach go around off runway 8 requires right traffic back to runway 8 (again due to terrain) and may put the aircraft in close proximity to Van Nuys depending on how tightly the pilot can maneuver the airplane. Keeping large; fast moving; wide turning jets in the pattern puts them too close to Van Nuys traffic. The headings (same as on the SIDs) used prior to the new procedures allowed the aircraft to be directed away from sequential arrivals and traffic at Van Nuys. Go arounds off runway 8 were given turn right to heading 210 (which is what departures got). This kept the go around away from the next arrival into Burbank and Van Nuys traffic. A coordinated turn right heading 120 also gave controllers another out if there was a slow moving IFR departure on a 210 heading before the go around.Go arounds off runway 33 were given turn left heading 270. This kept them away from the next Burbank arrival and further away from Van Nuys airport. In past experience; I have had a [air carrier large jet] go around on runway 33 that made left traffic back to runway 33 with a turn so wide that he flew the downwind about 1 mile east of Van Nuys airport at 3000 MSL.

Data retrieved from NASA's ASRS site 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.