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An A320 first officer reported that multiple traffic targets in the vicinity of whiteman (whp) caused TCAS alerts and necessitated maneuvering that prevented the A320 from achieving a stabilized approach by 1;000 feet AGL on the visual approach to runway 15 at bur. A go-around was performed and the aircraft subsequently landed uneventfully at bur on runway 08.
| Attributes | |
| ACN | 1481586 |
| Time | |
| Date | 201709 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | BUR.Airport |
| State Reference | CA |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | A320 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Final Approach |
| Route In Use | Visual Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | First Officer Pilot Flying |
| Experience | Flight Crew Total 8350 Flight Crew Type 3066 |
| Events | |
| Anomaly | Conflict Airborne Conflict Inflight Event / Encounter Unstabilized Approach |
Narrative:
Prior to fil; we were told to fly heading 100; which was different than we expected for the four stacks visual app 15 bur. The 100 heading split oat mountain and san gabriel mountain; keeping our altitude higher than the recommended alt on approach (5000 feet abeam oat). We were told to maintain 6000 feet until clear of traffic. We reported traffic in site and when clear we began a slow descent. However; as we descended we got a TCAS 'adjust descent;' call which we immediately complied with and slienced the warning. We did not expect our distance and rate to be a factor from the traffic in question. We had that aircraft in sight and continued our scan for other traffic as well as focus on the airport and ground track. While balancing the later two factors above; the TCAS alerted up to our proximity to the first aircraft; which while we adjusted our descent; that aircraft began a hard right turn. I can't be sure if that aircraft had adjusted his path into ours after we began our descent but if they had; that could have been the factor that triggered the TCAS to provide us with the RA which prevented an encroachment into an unsafe zone. After getting 'clear of conflict;' we continued scanning for other traffic as well as attempting to descend into bur 15. Due to that first aircraft and another one descending into whiteman airport; we were unable to descend and stabilize for the approach into 15. Prior to 1000 feet AGL; we went around and continued for vectors for visual 8. Weather at time was VFR and we had the four stacks and airport in site 15-20 miles from the field as well as whiteman. Winds at bur were varying 130-180 at 8-10 knots which is why we chose runway 15.finally; our vectors for the approach were a combination of vectors for RNAV15 and visual. The 100 heading was more in line with the RNAV15 approach which we had line selected and used to back up our sa.
Original NASA ASRS Text
Title: An A320 First Officer reported that multiple traffic targets in the vicinity of Whiteman (WHP) caused TCAS alerts and necessitated maneuvering that prevented the A320 from achieving a stabilized approach by 1;000 feet AGL on the Visual Approach to Runway 15 at BUR. A go-around was performed and the aircraft subsequently landed uneventfully at BUR on runway 08.
Narrative: Prior to FIL; we were told to fly heading 100; which was different than we expected for the Four Stacks Visual App 15 BUR. The 100 heading split Oat Mountain and San Gabriel Mountain; keeping our altitude higher than the recommended alt on approach (5000 feet abeam Oat). We were told to maintain 6000 feet until clear of traffic. We reported traffic in site and when clear we began a slow descent. However; as we descended we got a TCAS 'adjust descent;' call which we immediately complied with and slienced the warning. We did not expect our distance and rate to be a factor from the traffic in question. We had that aircraft in sight and continued our scan for other traffic as well as focus on the airport and ground track. While balancing the later two factors above; the TCAS alerted up to our proximity to the first aircraft; which while we adjusted our descent; that aircraft began a hard right turn. I can't be sure if that aircraft had adjusted his path into ours after we began our descent but if they had; that could have been the factor that triggered the TCAS to provide us with the RA which prevented an encroachment into an unsafe zone. After getting 'clear of conflict;' we continued scanning for other traffic as well as attempting to descend into BUR 15. Due to that first aircraft and another one descending into Whiteman airport; we were unable to descend and stabilize for the approach into 15. Prior to 1000 feet AGL; we went around and continued for vectors for Visual 8. Weather at time was VFR and we had the Four Stacks and airport in site 15-20 miles from the field as well as Whiteman. Winds at BUR were varying 130-180 at 8-10 knots which is why we chose RWY 15.Finally; our vectors for the approach were a combination of vectors for RNAV15 and Visual. The 100 heading was more in line with the RNAV15 approach which we had line selected and used to back up our SA.
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.