Date: 201709
Local time of day: 1201-1800
Location: BUR.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented; General Flight Cancelled / Delayed
Contributing factors: Airspace Structure; Human Factors; Environment - Non Weather Related
Primary problem: Airspace Structure

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.




Synopsis: 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.