On the rno ILS 16R at night; the captain reported receiving a GPWS 'caution terrain' alert followed ...

Narrative:

While on a night visual approach into reno; we experienced a GPWS pull up command. We intercepted the final course of the ILS DME 16R approach between takle and dicey intersections. Our flight director altitude window was set for 6400; the glide slope crossing for dicey intersection. At about 7000 MSL we got a GPWS 'caution terrain' aural alert. With visible city lights on both sides of the aircraft and the runway lights ahead in sight; I initially thought this was a false warning. We then heard the command 'terrain; pull up' command and our training kicked in. The copilot added power and started a climb. I then noticed we were about 2 dots below the ILS glide slope. Once we intercepted the glide slope; we continued with a normal approach and landing the lone 6219' hill under the approach; and mostly obscured on the approach plate; had missed my attention. Even on a visual approach; in a high terrain environment at night; it is better to fly longer but safer instrument procedures.

Original NASA ASRS Text

Title: On the RNO ILS 16R at night; the Captain reported receiving a GPWS 'CAUTION TERRAIN' alert followed by a 'TERRAIN; PULL UP' command. The First Officer responded to the second warning as the Captain noticed that they were descending two dots below the glide slope.

Narrative: While on a night visual approach into Reno; we experienced a GPWS pull up command. We intercepted the final course of the ILS DME 16R approach between TAKLE and DICEY intersections. Our flight director altitude window was set for 6400; the glide slope crossing for DICEY intersection. At about 7000 MSL we got a GPWS 'caution terrain' aural alert. With visible city lights on both sides of the aircraft and the runway lights ahead in sight; I initially thought this was a false warning. We then heard the command 'terrain; pull up' command and our training kicked in. The copilot added power and started a climb. I then noticed we were about 2 dots below the ILS glide slope. Once we intercepted the glide slope; we continued with a normal approach and landing the lone 6219' hill under the approach; and mostly obscured on the approach plate; had missed my attention. Even on a visual approach; in a high terrain environment at night; it is better to fly longer but safer instrument procedures.

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.

Attributes
ACN	1315603
Time
Date	201511
Local Time Of Day	1201-1800
Place
Locale Reference	RNO.Airport
State Reference	NV
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Make Model Name	Large Transport
Operating Under FAR Part	Part 121
Flight Phase	Initial Approach
Route In Use	Visual Approach
Flight Plan	IFR
Person 1
Function	Captain Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Inflight Event / Encounter CFTT / CFIT

On the rno ILS 16R at night; the captain reported receiving a GPWS 'caution terrain' alert followed by a 'terrain; pull up' command. The first officer responded to the second warning as the captain noticed that they were descending two dots below the glide slope.