A319
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Situational Awareness
Deviation - Track / Heading All Types; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Procedure; Human Factors
On a full approach on RNAV X RWY 16L; prior to BADPE descending and in the process of configuring; we were given a low altitude alert by ATC followed immediately by a GPWS terrain pull up warning.  In the weather; above the 6;900 crossing altitude we executed the GPWS escape maneuver until we were positive we were clear of terrain and then transitioned to a go around.  We wanted to fly the opposite direction approach to 34R; to avoid the tailwind and the terrain alert possibility; but the visibility was insufficient.  ATC said they get low altitude alerts on that approach all the time.  We flew it a second time; but this time vectored to final and configured earlier.  We again got a low altitude alert from ATC; who informed us we were below the min vectoring altitude; but this time we were in visual conditions and could clearly see the terrain well below us.  We were level and crossed BADPE at approximately 6;900 feet as charted.  Because we were configured and not descending we did not trigger a GPWS alert and we landed normally. Having an aircraft only capable of flying the X approach and not the Y approach hampered us.  Also the other runway with the ILS approach hampered us.  Flying the full approach also set us up as we were descending helped trigger the alert. I recommend a note in the company pages suggesting vectors to final and configuring early as this was a GPWS alert and not a EGPWS alert.
Descending on the approach from 7;800 MSL after passing SEKAW to BADPE to cross at 6;900 MSL. Pilot monitoring extended landing gear on my request (approximately 2 miles prior to BADPE) passing through approximately 7;300 MSL. Immediately thereafter; received GPWS alert 'Whoop; Whoop; pull up.' Executed escape maneuver following RNAV lateral guidance. At same time; RNO Tower Controller announced terrain alert at 7;200 MSL. He later said that the system alerts frequently regarding approaches to Runway 16L. Controller gave sequence of vectors to retry the same approach. Successful approach and landing on second attempt. Company policy and procedure requires aircraft to be in stable state and fully configured prior to crossing FAF on all instrument approaches. At the event; we were on schedule to accomplish stable fully configured status. This approach appears to require aircraft to be at [or] near final approach speed at a descent angle of 3 degrees or less. The approach as designed and flown by us utilizes a LNAV/VNAV profile. The approach was flown with the autopilot coupled and planned for a flaps full configuration considering the airport elevation and airport area terrain. To avoid triggering the GPWS alert while following the LNAV/VNAV profile; the full and final landing configuration must be completed and the aircraft at final approach speed not later than 1 mile past SEKAW. An operational note alerting crews to this threat would most likely have prevented this occurrence.
A319 flight crew reported executing a go-around after receiving a low altitude alert from ATC as well as a GPWS terrain alert on approach to RNO RWY 16L.