Narrative:

While descending into slc, just north of ffu VOR, we had just leveled at 11000 ft at 230 KTS for light turbulence. We were then cleared for the visual approach to runway 34R. I looked at my approach plate and then the FMC/CDU legs page to confirm our next altitude until plage. My first officer stated, 'captain, we've got a glider at 12 O'clock position. We need to turn right now and descend.' I disconnected the autoplt and applied right aileron and nose down control inputs while looking for the traffic. I spotted the sail plane at our altitude, just left of our nose, with no relative motion in my windscreen, coming nose on. As I rolled right and descended, the sail plane pilot banked to his left, turning directly into our path. I increased bank angle to approximately 40 degrees and nose down pitch to approximately 10-12 degrees and ignored the audible, 'bank angle' warnings. As the sail plane passed down the left side of our aircraft, missing us by approximately 150 ft horizontally and 30 ft vertically, I saw the pilot reverse his roll to right bank. We leveled at 9500 ft, reported the near midair collision to approach control for the benefit of following air carrier aircraft, and completed the approach to and landing on runway 34R without further incident. I had already seated the flight attendants prior to the incident, and after landing, they reported that no passenger were injured or overly alarmed. I then called approach control, dispatch, the chief pilot on call, and completed the required reports.

Related reports:

Google
 

Original NASA ASRS Text

Title: NMAC BTWN AN ARR B737-300 AND A GLIDER ON THE EXTENDED CTRLINE OF LOC RWY 34R AT 11000 FT, 3 NM N OF FFU VORTAC, UT.

Narrative: WHILE DSNDING INTO SLC, JUST N OF FFU VOR, WE HAD JUST LEVELED AT 11000 FT AT 230 KTS FOR LIGHT TURB. WE WERE THEN CLRED FOR THE VISUAL APCH TO RWY 34R. I LOOKED AT MY APCH PLATE AND THEN THE FMC/CDU LEGS PAGE TO CONFIRM OUR NEXT ALT UNTIL PLAGE. MY FO STATED, 'CAPT, WE'VE GOT A GLIDER AT 12 O'CLOCK POS. WE NEED TO TURN R NOW AND DSND.' I DISCONNECTED THE AUTOPLT AND APPLIED R AILERON AND NOSE DOWN CTL INPUTS WHILE LOOKING FOR THE TFC. I SPOTTED THE SAIL PLANE AT OUR ALT, JUST L OF OUR NOSE, WITH NO RELATIVE MOTION IN MY WINDSCREEN, COMING NOSE ON. AS I ROLLED R AND DSNDED, THE SAIL PLANE PLT BANKED TO HIS L, TURNING DIRECTLY INTO OUR PATH. I INCREASED BANK ANGLE TO APPROX 40 DEGS AND NOSE DOWN PITCH TO APPROX 10-12 DEGS AND IGNORED THE AUDIBLE, 'BANK ANGLE' WARNINGS. AS THE SAIL PLANE PASSED DOWN THE L SIDE OF OUR ACFT, MISSING US BY APPROX 150 FT HORIZLY AND 30 FT VERTLY, I SAW THE PLT REVERSE HIS ROLL TO R BANK. WE LEVELED AT 9500 FT, RPTED THE NMAC TO APCH CTL FOR THE BENEFIT OF FOLLOWING ACR ACFT, AND COMPLETED THE APCH TO AND LNDG ON RWY 34R WITHOUT FURTHER INCIDENT. I HAD ALREADY SEATED THE FLT ATTENDANTS PRIOR TO THE INCIDENT, AND AFTER LNDG, THEY RPTED THAT NO PAX WERE INJURED OR OVERLY ALARMED. I THEN CALLED APCH CTL, DISPATCH, THE CHIEF PLT ON CALL, AND COMPLETED THE REQUIRED RPTS.

Data retrieved from NASA's ASRS site as of July 2007 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.