Narrative:

I am filing this report because I want the company to have the data on high-threat areas. On final approach to bur runway 8; with the gear down; ATC pointed out VFR traffic at our 2 o'clock position. I never saw the traffic that I believe was landing northbound at vny. I don't remember the specific TCAS RA; but it required me to at least level off or climb. We executed the published missed approach. ATC offered us an approach to runway 15; but I declined since we hadn't briefed it; and I know there are some terrain considerations that I didn't have time to fully consider and brief.after our checklists were complete for our second approach to runway 8; I made a quick public address to our customers. The next approach was a repeat of the first. This time; however; I know it was a 'monitor vertical speed' requiring me to at least level off. Because the gear was down; we executed another missed approach. I will admit I really didn't want to execute the second missed approach as I considered the RA a nuisance alert; considering we knew where the traffic was and I know the first officer had him in sight for the second approach (and I think the first as well). After the last RA ceased; I had complied with the RA vertical guidance; but hadn't commanded landing gear up yet. I was two-dots high and had some space to try to salvage the approach; but quickly decided this is the worst place to try to salvage a high approach; and executed another missed approach.there was no vny traffic on our third approach. Dispatch had us planned to land with 11;000 pounds of fuel in bur. I am very thankful we weren't planned to land with 5;000. Also; I would appreciate some clarification on the QRH's response to other than a 'monitor' or 'maintain' (except a climb RA in landing configuration) on page 1.9. We were not in flaps 40 configuration in either event; but the gear was down on both. Is landing configuration final flap setting; or gear down? Is a 'monitor vertical speed' that commands a level off considered a climb? Because we had excess fuel to work with; the missed approaches were clearly the least risk and I believe procedurally correct thing to do; but it certainly felt like a circus.

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Original NASA ASRS Text

Title: B737 Captain reported receiving TCAS RAs while flying approaches to Runway 08 at BUR from northbound landing traffic at VNY.

Narrative: I am filing this report because I want the Company to have the data on high-threat areas. On final approach to BUR Runway 8; with the gear down; ATC pointed out VFR traffic at our 2 o'clock position. I never saw the traffic that I believe was landing northbound at VNY. I don't remember the specific TCAS RA; but it required me to at least level off or climb. We executed the published missed approach. ATC offered us an approach to Runway 15; but I declined since we hadn't briefed it; and I know there are some terrain considerations that I didn't have time to fully consider and brief.After our checklists were complete for our second approach to Runway 8; I made a quick Public Address to our Customers. The next approach was a repeat of the first. This time; however; I know it was a 'Monitor Vertical Speed' requiring me to at least level off. Because the gear was down; we executed another missed approach. I will admit I really didn't want to execute the second missed approach as I considered the RA a nuisance alert; considering we knew where the traffic was and I know the First Officer had him in sight for the second approach (and I think the first as well). After the last RA ceased; I had complied with the RA vertical guidance; but hadn't commanded landing gear up yet. I was two-dots high and had some space to try to salvage the approach; but quickly decided this is the worst place to try to salvage a high approach; and executed another missed approach.There was no VNY traffic on our third approach. Dispatch had us planned to land with 11;000 pounds of fuel in BUR. I am very thankful we weren't planned to land with 5;000. Also; I would appreciate some clarification on the QRH's Response to other than a 'Monitor' or 'Maintain' (except a Climb RA in landing configuration) on page 1.9. We were not in flaps 40 configuration in either event; but the gear was down on both. Is landing configuration final flap setting; or gear down? Is a 'monitor vertical speed' that commands a level off considered a climb? Because we had excess fuel to work with; the missed approaches were clearly the least risk and I believe procedurally correct thing to do; but it certainly felt like a circus.

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.