Light Transport; Low Wing; 2 Turbojet Eng
Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Flight Crew Last 90 Days 50; Flight Crew Total 8000; Flight Crew Type 600
Communication Breakdown; Confusion; Distraction; Situational Awareness; Workload
ATC Issue All Types; Conflict NMAC; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Procedure; Human Factors
On initial descent into RNO from the north for a landing on RWY 34R; we are vectored to 200 HDG and given a hard altitude of 10000 ft to avoid a Cessna 172 that is being vectored south east to climb so he can avoid a fire west of Reno. The Cessna is told to climb on a HDG of 140 and maintain 8500 ft this vector crosses the arrival area for both RWY 34L and 34R. When we are asked if we can accept a visual approach we say yes and we are cleared for the visual 34R with the restriction of maintaining 9100 ft until on final for 34R to prevent a conflict with the Cessna; which is not showing any altitude on our TCAS. The pilot flying begins his base turn and we get a traffic alert; while scanning of the Cessna the PF descended slightly and is now at 8900 ft while interception final approach and the Cessna passes below us at about 300 ft.Root cause was the Cessna being vectored across the final approach course instead of down the west side of the airport which would have kept him clear of arriving aircraft. Additional factor was our aircraft being cleared for a visual approach and then given the 9100 ft restriction until on final; not a standard procedure and an altitude that was not a standard altitude.
A Corporate pilot reported a traffic alert with a Cessna that was being vectored; while on a visual approach into RNO.