Date: 201412
Local time of day: 1801-2400
Location: RNO.Airport, NV
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C RNO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: During approach to RNO we had been cleared to 9;000 feet MSL and were given clearance for a visual approach to Runway 16R.  Commenced a base turn about 4 miles outside the final approach fix DICEY.  Started a descent to 6;400 feet MSL; the minimum at DICEY.  I armed the approach tile and turned a 45-degree turn to final.  Passing through about 7;000 feet MSL the glide slope captured and we continued the descent.  As we approached 6;400 feet MSL we got a 'Terrain' caution and yellow terrain showed up on the navigation display (ND).  As we analyzed the warning; Tower made a 'low' alert call as I disconnected the autopilot; added power and corrected the situation.  We climbed back above 6;400 feet MSL to 6;600 feet MSL.  We were visually able to acquire the terrain and avoided it.  Re-automated the aircraft and continued the approach to landing. Contributing factors were accepting a visual approach in the high terrain environment that the crew hadn't been to in a while.  Also didn't notice the hill at 6;219 feet under the final approach course between TAKLE and DICEY on the approach plate.  The FMS only showed TAKLE at 8;200 feet and DICEY at 6;400 feet.  Leading me to think that going down to 6;400 feet inside TAKLE was OK.  Should have waited until we had intercepted the final course before starting the descent.  I was close to the final course and descended as if we were in a level terrain.  Carefully review the approach especially when the crew hadn't been to RNO in a long time.  Clear weather doesn't do away with the need for a thorough review of all aspects of the approach.  The altitude indication of the terrain on final appears to be west of the final approach course; and the arrow pointing to the actual terrain was not very obvious.  Also could have asked for the full ILS approach.  After landing; we talked to our jumpseater; who is an Airbus pilot.  He said an Airbus crew had a similar event and that this scenario is part of the Airbus simulator training. There was nothing in the NOTAMs or on the approach or company pages alerting crews to the possible dangers of turning inside TAKLE. I normally review Boeing reports; but don't normally review Airbus reports.  Since this was so important to be integrated to the Airbus training scenario; something should have been passed to any/all crews operating into RNO.  There are notes on the company page about the missed approach gradient; so a warning about this should be added.


Second narrative: We were on a visual approach to Runway 16R at RNO. Approach control descended us to 9;000 feet on the left downwind. We made our left base turn approximately at 5 miles outside the FAF DICEY. At this time we put 6;400 feet in the altitude window and armed the approach. As we begin our turn from base to final approaching 6;400 feet we got a 'Terrain' call from the EGPWS. As we began the escape maneuver; tower made a low altitude call to us. We climbed back up to 7;100 feet; re-automated the aircraft and flew the visual approach to 16R backed up with the ILS.The cause was due to accepting the visual at night in mountainous terrain into an airport we have not flown into in a while. We did not catch the hill between TAKLE and DICEY. As the pilot monitoring I misinterpreted the glide slope intercept altitude of 6;401 feet as opposed to 7;100 feet on the approach plate. The best thing to do would have been to maintain above 7;100 feet until being established on the localizer to ensure terrain clearance. We could have avoided this situation by getting vectors to the ILS 16R instead of accepting the visual at night since I have not flown to RNO in a while. Also; if accepting the visual maintaining 7;100 feet would have prevented this situation. It is hard to see the terrain 6;219 feet between DICEY and TAKLE. It would be nice if this information could be posted on the airport briefs or company pages as I did not see it.


Synopsis: Air Carrier flight crew experiences an EGPWS terrain warning along with an ATC low altitude alert during a night visual approach to Runway 16R at RNO.