A FALCON 50 FLC WAS ISSUED SEVERAL CLRNCS TO AVOID TFC NEAR BUR.

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WE WERE ON AN IFR FLT FROM SFO TO BUR AT ABOUT 25 MI W OF BUR ON THE FERNANDO 5 STAR. PASSING TOAKS INTXN; WE WERE GIVEN A HDG TO INTERCEPT THE LOC FOR RWY 8 AT BUR. WE WERE ALSO GIVEN A DSCNT TO 3000 FT AND TO SLOW TO 230 KTS. AIRSPD NOW WAS 250 KIAS. WE BEGAN A DSCNT AND SPD REDUCTION. WE INTERCEPTED THE LOC AND LEVELED OFF AT 3000 FT. OUR AIRSPD WAS NOW 230 KTS WITH A 20-30 FT TAILWIND WHICH WAS SHOWN ON OUR FMS. SHORTLY THEREAFTER; WE WERE TOLD TO REDUCE TO 200 KTS. AT THIS POINT WE ALSO HAD SEVERAL TCASII ALERTS TO CONTEND WITH. THE CTLR THEN TOLD US WE WERE TOO FAST AND TO REDUCE TO 180 KTS. THEN SHORTLY AFTER THAT; HE TOLD US TO REDUCE TO 150 KTS. NOTE: THIS IS A FALCON 50 AND DOES NOT SLOW INSTANTANEOUSLY. TAILWIND IS NOW ABOUT 18 KTS. I HAD AIRBRAKES AND SLATS OUT AT THIS POINT. THE CTLR THEN SAID WE WERE CONVERGING ON TFC; AND TO MAKE A L TURN TO 230 DEGS. AIRSPD NOW 180-185 KTS. WE BEGAN A L TURN. AFTER ABOUT 50 DEGS OF TURN; THE CTLR CAME BACK; VERY EXCITED AT THIS POINT; AND SAID HE TOLD US A 'R' TURN AND TO NOW MAKE A 360 DEG TURN TO THE R. I LEVELED THE WINGS AND BEGAN A TURN TO THE R. ABOUT 20 DEGS INTO THE TURN TO THE R; THE CTLR THEN TOLD US TO NOW MAKE A L TURN TO 360 DEG HDG AND CLB IMMEDIATELY TO 4000 FT. I BEGAN MY L TURN AND CLBED TO 4000 FT. THE CTLR THEN TOLD US TO CONTINUE THE L TURN TO INTERCEPT THE LOC AGAIN. WE WERE THEN CLRED FOR THE APCH; WX WAS 10 MI VISIBILITY; AND CLR. SOME OF THE THINGS I THINK WERE CONTRIBUTING FACTORS; 1) HIGH VOLUME OF VFR TFC AROUND VNY AND BUR ARPT. 2) IF AIRSPD AND TAILWIND WERE A FACTOR; THEN WE SHOULD HAVE BEEN GIVEN VECTORS FOR SPACING LONG BEFORE THE SIT PROGRESSED AS FAR AS IT DID. 3) THE PLT IN THE R SEAT READ BACK L TURN TO 230 DEGS. WE BOTH HEARD L TURN. IF THE CTLR HAD WANTED TO SAY R TURN; HE SHOULD HAVE REALIZED THE MISTAKE AT THE READBACK AND CORRECTED THE SIT AT THAT TIME.