Date: 201707
Local time of day: 1201-1800
Location: RNO.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Second aircraft: Sail Plane
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: Towards the end of our second and final leg on the first day of a three day trip to RNO; our flight experienced a near mid-air collision while entering the approach phase into RNO. I was the pilot flying. We were filed for the WADOL2 Arrival and shortly before beginning the arrival; Oakland Center switched us to the MYBAD2 Arrival landing south (RWY 16R). As we continued descent and switched to NORCAL Approach; it was obvious visual approaches were in use. Never having flown into Reno before; I conducted a thorough briefing with the Captain and we did an extensive review of the special procedures and peculiarities of Reno and its airspace. In an effort to maximize safety; I elected to fly a published approach procedure; the RNAV (GPS) RWY 16R approach. About 40 miles from RNO; NORCAL cleared us for the visual to RWY 16R. The Captain; upon my desire; quickly requested the RNAV approach and we were granted an immediate clearance for the approach. I did not feel comfortable with that and asked the Captain to request direct PYRAM intersection (IAF) followed by the approach. NORCAL issued this clearance and we continued to descend and go direct to PYRAM. While slowing and configuring the aircraft; we approached PYRAM from the northeast at 10;000 feet. Just short of PYRAM; NORCAL issued a traffic alert; altitude unknown. Almost simultaneously; we received a TA ('TRAFFIC; TRAFFIC') with no altitude or climb/descent information. Right then; as I was in a left hand turn over the IAF joining the intermediate approach segment; the Captain and I saw a large glider very close above us at our 11 o'clock position in a descending left hand turn directly towards us. I immediately rolled wings level in an attempt to avoid colliding with the glider. Upon rolling out; we received another TA ('TRAFFIC; TRAFFIC'). This time; I saw a second large glider at my 1 -2 O'clock position low in a climbing left hand turn directly towards us as well. I initiated a left hand turn away from that glider but had now lost sight of the first glider and was reliant on what the Captain could see out his window; what the TAs were displaying; and trying to keep contact with the second glider out my window which was difficult in the turn and because he was lower than us. The Captain and I worked through it together and he queried NORCAL when the immediate danger was past and they did not have any further information. We rejoined the segment on the inbound course and landed without incident. Rattled by what had happened; after turning off the runway and switching to ground frequency; we conducted our After Landing/Taxi Checklist and the Captain asked me to inquire Ground for a good telephone number to NORCAL Approach so we could call them later. About an hour later at the hotel; the Captain and I jointly called [Company Safety] to discuss the incident and request any guidance from them. They agreed that we should call NORCAL and speak to the supervisor in an attempt to find out what we could from their perspective; and to politely inform them that we were planning to file reports. The Supervisor was very gracious and helpful in explaining his perspective on the incident. The Captain and I then proceeded to start the report process. I believe this event truly was a foregone conclusion. Speaking by telephone to NORCAL Approach; we were told that this is not uncommon and happens frequently which surprised both the Captain and myself. We were told that a mid-air collision has actually happened between a glider and a smaller aircraft in the past; though not with an airliner. Although the 10-7 page has a very small mention of glider activity in the area; it does not give any specifics of where the activity occurs; what altitudes; or any other discernible information which would help pilots mitigate the risk. The fact that these gliders were soaring directly in the vicinity of the IAF (PYRAM) is astounding to me from a safety perspective. I understand that they are notin Class B or Class C airspace; but something needs to be done about this since this is a location which airliners and other aircraft transit on a regular basis via a published approach segment.

Callback: Reporter stated that the gliders were essentially at their same altitude and within 1/4 mile laterally.

Second narrative: [Narrative contained no additional information.]


Synopsis: Air carrier flight crew reported a near miss with two gliders while on approach to RNO in thevicinity of PYRAM intersection.