FO OVERSHOT FINAL DURING APCH CAUSING TWR CTLR TO INTERVENE TO RECONFIRM THAT THE FLC KNEW THAT THEY WERE ASSIGNED THE L RWY.

Narrative

WE WERE FLYING A NEW GLASS COCKPIT ACFT; THE FO WAS RECEIVING IOE. ONE OF THE IOE REQUIREMENTS IS A NON PRECISION APCH. APCHING PHX WE REQUESTED A VOR DME 26L APCH. WE WERE VECTORED BY APCH CTL TO INTERCEPT THE PXR 072 DEG RADIAL AND CLRED FOR 'AN' APCH; I RESPONDED BY VERIFYING CLRED 'VOR 26L' APCH. WE WERE INSTRUCTED TO CONTACT TWR (APPROX 8-10 MI E OF THE PXR VOR); AT WHICH TIME WE WERE CLRED TO LAND (BY TWR). OUR TFC WAS LNDG RWY 26R AND HAD US IN SIGHT. ABOUT THIS TIME THE FO ENGAGED VOR/LOC TRACK (WE WERE ON COURSE). THE ACFT DRIFTED 1 DOT L OF COURSE AT WHICH TIME THE ACFT MADE A 30 DEG BANK TO CORRECT BACK ON COURSE (TO THE R). THE ACFT FLEW THROUGH THE INBOUND COURSE AND TO THE R OF COURSE 1 DOT (VOR SCALE) AT WHICH TIME IT DRAMATICALLY CORRECTED TO THE L. AT THIS TIME THE AUTOPLT WAS DISCONNECTED AND A VISUAL APCH EXECUTED. AT THIS SAME TIME THE TWR CALLED AND ASKED IF WE HAD RWY 26L AND THE LNDG TFC FOR RWY 26R IN SIGHT; AT WHICH I REPLIED YES. I DON'T THINK THE TWR OPERATOR WAS AWARE WE WERE FLYING THE VOR APCH. FLYING THE APCH FROM 11 DME OUT (PXR VOR) CAUSES YOU TO CROSS THE EXTENDED CTRLINE FOR RWY 26R AND ADDING OUR COURSE CORRECTION TO THE R MADE IT APPEAR WE WERE LINED UP FOR RWY 26R. THE TFC LNDG RWY 26R WAS 3-4 MI AHEAD OF US AND WE HAD HIM IN SIGHT AT ALL TIMES. WE WERE WITHIN THE CONFINES OF THE VOR APCH (1 DOT) DURING THE WHOLE APCH. BECAUSE OF THE CTL TWR'S REACTION TO OUR APCH I SUSPECT THAT APCH CTL DID NOT LET HIM KNOW WE WERE ON THE VOR APCH.