CL65 FLT CREW OVERSHOT FINAL FOR A VISUAL APCH. CORRECTING TO FINAL RESULTED IN A STEEP APCH; AND THE FLT CREW INITIATED A GO-AROUND.

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ON DOWNWIND TO RWY 1R; IAD; I HEARD CTLR DIRECT US TO TURN R HDG 270 DEGS. I WAS PNF AND READ BACK. THEN; I HEARD 'TURN R HDG 300' AND READ THIS BACK. DURING THE TURN; MY FO HAD DIFFICULTY SETTING HIS COCKPIT INSTS TO GREEN NEEDLES FOR APCH; AND I WAS ATTEMPTING TO HELP HIM WITH THE TRANSITION. I LOOKED UP; AND SAW THAT WE WERE ABOUT TO FLY THROUGH THE FINAL APCH COURSE. I QUERIED ATC AS TO WHETHER THEY WANTED US TO TURN FINAL TO RWY 1R; AND THE CTLR SAID THAT I WAS DIRECTED TO TURN TO 030 DEGS; AND CLRED FOR THE VISUAL APCH. WE OVERSHOT FINAL APCH; I DISCONNECTED THE AUTOPLT; AND TURNED HARD TO REESTABLISH ON FINAL APCH COURSE. DURING THE TURN BACK TO FINAL APCH; WE GOT A TFC ALERT ON TCAS; AND ATC ADVISED US THERE WAS VFR TFC BELOW US AT 1800 FT. WE ARRESTED OUR DSCNT; AND CONTINUED TO TURN BACK TO FINAL APCH. ONCE ESTABLISHED ON THE FINAL APCH COURSE; WE WERE ABOVE THE GLIDEPATH; AND NOT PROPERLY CONFIGURED. I DECIDED TO GO AROUND. ON GAR; I WAS DIRECTED TO CLB TO 2000 FT; AND TURN SBOUND. ON AUTOPLT; THE CTLR ADVISED US THAT THE SHALLOW RATE OF TURN WAS NOT SUFFICIENT TO KEEP US OUT OF DCA AIRSPACE. I DISCONNECTED AUTOPLT; AND TURNED TO 45 DEGS OF BANK. IN THE TURN; I LOST 200 FT OF ALT; BUT QUICKLY RECOVERED IT. WE WERE REESTABLISHED ON DOWNWIND AND LANDED WITHOUT FURTHER INCIDENT. OTHER PERTINENT INFO: 1) ALTHOUGH VFR; WE WERE IN SCATTERED CLOUDS AND HAZY CONDITIONS. THE RADIO XMISSIONS WERE SOMEWHAT BROKEN AND CHOPPY. 2) IT WAS A HIGH TFC TIME; AND THE CTLR WAS BUSY. 3) I HAD AN EXTREMELY INEXPERIENCED FO. I TAKE FULL RESPONSIBILITY FOR THIS INCIDENT; AND REGRET THAT I DID NOT QUERY THE CTLR ABOUT TURNING TO FINAL SOONER THAN I DID.