Narrative:

We were cleared for the ILS 08 at burbank with an intercept vector at 4;000 feet MSL. We intercepted the localizer; then the glideslope (GS); and were established on the approach outside of budde. We were given traffic calls for aircraft operating out of van nuys airport; but were unable to see the traffic due to an overcast deck at approximately 3;000 feet MSL (tops). During the coupled approach on GS; we received an resolution advisory (RA) for traffic below us with climb guidance. I disconnected the autopilot and flew the RA guidance until the RA was resolved. The captain (pilot monitoring) informed tower that we were responding to an RA off of the traffic and requested missed instructions. The tower asked if we could continue the approach. We responded 'no.' the tower began a response; but stopped mid-sentence. We continued on heading and requested climbout instructions again. After a pause; we were given climbout instructions and complied with the climbout heading and altitude instructions. It is important to note that this situation occurred twice on the same flight. The second RA near van nuys was handled exactly the same; but ATC was faster on the response and more prepared for the missed on the second missed due to an RA. By the third approach; the weather had cleared out and the traffic at van nuys had departed the area.when an overcast deck requires bur traffic to fly a precision approach; [I believe] van nuys traffic should be restricted to an altitude that will not interfere with the precision approach into bur. This includes restricting altitudes at van nuys to something that might be more restrictive than VFR cloud clearance.

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Original NASA ASRS Text

Title: A B737 inbound on the ILS 08 to BUR responded twice on separate approaches to TCAS RAs with conflicting VNY VFR traffic operating below an intervening under/overcast. One reporter suggested modified restrictions on VNY traffic during such conditions to lessen the exposure to conflicts.

Narrative: We were cleared for the ILS 08 at Burbank with an intercept vector at 4;000 feet MSL. We intercepted the Localizer; then the glideslope (GS); and were established on the approach outside of BUDDE. We were given traffic calls for aircraft operating out of Van Nuys airport; but were unable to see the traffic due to an overcast deck at approximately 3;000 feet MSL (tops). During the coupled approach on GS; we received an Resolution Advisory (RA) for traffic below us with climb guidance. I disconnected the autopilot and flew the RA guidance until the RA was resolved. The Captain (pilot monitoring) informed Tower that we were responding to an RA off of the traffic and requested missed instructions. The Tower asked if we could continue the approach. We responded 'no.' The Tower began a response; but stopped mid-sentence. We continued on heading and requested climbout instructions again. After a pause; we were given climbout instructions and complied with the climbout heading and altitude instructions. It is important to note that this situation occurred twice on the same flight. The second RA near Van Nuys was handled exactly the same; but ATC was faster on the response and more prepared for the missed on the second missed due to an RA. By the third approach; the weather had cleared out and the traffic at Van Nuys had departed the area.When an overcast deck requires BUR traffic to fly a precision approach; [I believe] Van Nuys traffic should be restricted to an altitude that will not interfere with the precision approach into BUR. This includes restricting altitudes at Van Nuys to something that might be more restrictive than VFR cloud clearance.

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.