A B737-300 ON A PHX RWY 26 VISUAL APCH RPTS AN NMAC WITH A LEARJET ON A RWY 25 VISUAL INCORRECTLY LINED UP ON THE WRONG RWY.

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SIMULTANEOUS APCHS WERE BEING CONDUCTED INTO RWY 26 AND RWYS 25 IN PHX. WE WERE COMING IN ON A N ARR AND WERE CLRED FOR THE VISUAL APCH TO RWY 26. A LEARJET FROM THE S WAS CLRED FOR ONE OF THE RWYS 25. WE DIDN'T HEAR THEIR RADIO COMS AS THEY WERE TALKING TO A DIFFERENT APCH AND TWR FREQ. WE WERE ESTABLISHED ON THE GS AND LOC FOR RWY 26 AND WERE CLRED TO LAND ON RWY 26. WE NOTICED ON TCAS THE LEAR APCHING FROM ABOVE. THEY INADVERTENTLY LINED UP FOR RWY 26 RATHER THAN RWY 25 AND CAME WITHIN ABOUT 300 FT DIRECTLY ABOVE US. THE CAPT WAS FLYING AND RESPONDED TO AN RA AND DSNDED BELOW THE GS; FOLLOWING THE VSI TCAS INFO. WE ASKED TWR WHERE THE LEAR WAS GOING AND HE RESPONDED THAT THE LEAR WASN'T WHERE HE SHOULD BE. THE LEAR WAS TOLD TO GO AROUND (UNHEARD BY US) AND DID SO. THE CAPT WAS ABLE TO GET BACK ON THE GS AND CONTINUE THE APCH; SATISFYING STABILIZED APCH CRITERIA. THE LNDG WAS UNEVENTFUL. THE LEAR WAS FROM ANOTHER COUNTRY; SO THERE COULD HAVE BEEN A LANGUAGE BARRIER PROB. WITHOUT BEING ABLE TO HEAR THEIR RADIO COMS; IT'S HARD TO TELL; BUT I'M SURPRISED THAT THE LEAR WAS ABLE TO GET AS CLOSE AS IT DID BEFORE CORRECTIVE ACTION WAS TAKEN. I HOPE ATC WAS TRYING TO RESOLVE THE SITUATION MUCH EARLIER THAN IT WAS RESOLVED; BUT IF IT WASN'T; THEN PHX TWR OR APCH SHOULD KEEP A BETTER EYE ON PARALLEL TFC.