Date: 202006
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Training / Qualification; Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Company Policy; Procedure
Primary problem: Company Policy

Narrative: As a line check airman; I was teaching and providing operating experience to a First Officer (FO) transitioning back to the Aircraft X type; after flying another aircraft type.  I was the pilot flying and the trainee FO was in the pilot monitoring role.  During our arrival into ZZZ; we received a STAR change from the ZZZZZ arrival to the ZZZZZ1 arrival due to East flow in ZZZ.  This clearance was initially given without a runway transition; so we followed company procedure and put in the ZZZZZ1 arrival with XR Transition per the approach notes.  At this time; we both mentioned that XR was closed; but decided to follow company procedure with the intention of changing the runway later.The FMS and Automation systems from the trainee's previous aircraft had an auto-throttle and VNAV system.  The Aircraft X type does not have these systems; so the descent needs to be manually managed with the thrust levers and vertical speed.  The difficulty was compounded because we were using a single FMS Aircraft X type which is physically located in the 4 o'clock position from the Captain; making it nearly impossible to monitor the flight instruments and FMS simultaneously. I was teaching some techniques to manage the altitude and speed adjustments during the RNAV star.  When the PM checked in with approach control; we were assigned Runway Y as anticipated.  We tuned in the localizer frequencies and briefed the changes for runway Y; but neglected to reprogram the FMS due to the high workload of managing the STAR restrictions.During the downwind portion of the STAR; ZZZ Approach assigned us to descend to expedite descent to 5;000 MSL.  I aggressively descended the aircraft; and when approaching 5;400 MSL ATC told us to climb and maintain 6;000 MSL.  I climbed the aircraft back up using the autopilot; but was confused and distracted by this unusual change of altitude.ATC gave us a vector for the base to runway Y.  I was verbally instructing the FO how to sequence the FMS for the approach and made a quick visual check to make sure it was done correctly (not realizing the waypoints were still programmed for runway XR).  I also coached the FO to change the Navigation mode on the FO's Navigation display for greater situational awareness and in case the FMS is improperly programmed.ATC gave us an intercept vector over the ZZZZZ2 intersection and cleared us to intercept the Localizer.  I intended to initially track inbound on the FMS and switch to the ILS when within 18 NM. I had a mental red flag and thought 'That's not right' when I heard ZZZZZ2 but saw ZZZZZ3 Intersection on my MFD.  The localizer had already passed for the FO's Nav Display; but due to his lack of recent experience and FMS differences from the previous aircraft; he did not mention this to me.  I realized we were overshooting and shutoff the autopilot; while turning back toward the south to re-intercept the Runway Y course.  As I was doing this; ATC noticed our error and gave us a vector to re-intercept.As I was intercepting and re-stabilizing the aircraft; I let the aircraft drift up and down about 150 feet.  I was also initially slow to get the aircraft slowed to an ATC assigned 160 kts because they were querying us about what happened.  I reengaged the autopilot; aggressively slowed the aircraft and we were re-established for a stabilized approach.  We were very lucky that XR was closed this day; otherwise a serious traffic issue could have occurred.Cause: Poorly positioned Single FMS on Aircraft X type; Loading Arrival and Runway Changes using RNAV STARs; ATC altitude change distraction; low and non-recent experience of FO in training environment; overall decreased currency and proficiency of all pilots due to COVID-19 effects on industry; high workload during RNAV STAR. Neglected to reprogram FMS and verify waypoints for correct runway after ATC assignment; Untimely Teaching; FO not speaking up about localizer movement.I will guard against untimely teaching and focus more on my primary responsibility of flying and monitoring the aircraft; especially close to the terminal area.  When training pilots coming from another aircraft; I will start from an assumption that their situational awareness is nil and that they might not have the recency with procedures; Flight Guidance; and FMS to back me up.  I will be extra careful to listen and put runway changes into my FMS soon after they are assigned by ATC.


Second narrative: Left seat pilot (PF) Right seat pilot (PM). There was a lack of communication between the check airman and trainee due to the check airman focusing primarily on training instead of flying the airplane. During the departure briefing; as a right seat pilot; I asked to load Runway Y instead of Runway XR although STARS was saying Runway XR. This was because Runway XR was closed according to ATIS. But the left seat pilot replied that we should load the FMS with the runway on STARS and he would correct it when we received our runway assignment. While cruising; left seat (PF) and right seat (PM) executed positive exchange of controls for the arrival briefing. Suddenly things changed by ATC; such as arrival and runway while trying to stay away from weather.Meanwhile; left seat pilot asked for weather related deviation 15 degree to the right. I asked to make sure right or left because there were storm cells to the right. Left seat pilot affirmed and asked again to the right. I requested from ATC 15 degree to the right due to weather. ATC was astounded and repeated the question 'Are you asking for left or right?' I said right; ATC replied standby and 10 seconds after approved weather deviation to the left because of the weather to the right. We then established left deviation from current heading to avoid weather. After left seat pilot finished the arrival briefing; we executed a positive exchange of controls and right seat resumed PM duties. When the left seat then resumed PF duties; the high speed warning occurred 3 times. Both side frequencies and courses were set for Runway Y; but the FMS was still on Runway XR. ATC instructed us to descend and maintain 5;000 feet from 6;000 feet. While we were around 5;300 feet; ATC instructed us to climb and maintain 6;000 feet. PF did not change the altitude. I said again; ATC assigned 6;000 feet. He bugged 6;000 feet and verified but he did not start climbing. I reminded him again that we should climb to 6;000 feet and he finally started climbing. I then verified once more with ATC to ensure assigned 6;000 feet was correct. We got vectors to Runway Y ILS and as a PM; I switched to green needles to make sure all was OK.While left seat was on FMS; I figured out we were going to deviate from Runway Y course and I pushed the TCS and started turning to the right. Simultaneously; left seat pilot kicked the auto pilot off and back to Runway Y course. ATC advised us of a 20 degree deviation while we were around 210 KIAS and asked to reduce speed to 170. I offered gear down; but left seat pilot did not respond. I offered gear down again and ATC then asked to reduce speed to 160 KIAS immediately. Finally; PF asked for gear down and flaps 22. I was almost going to ask to go around; but we corrected and were able to configure the airplane. We made it stable and landed without much hassle.Cause: Lack of crew communication. Mutual errors. Lack of verification when FMS was set up due to changing STARS and runway and fast paced environment. Meanwhile; left seat pilot was talking about topics related to training purposes. As a result; the aircraft automation established us for Runway XR instead of Runway Y.Always take your time. If behind the airplane; ask for help from ATC. If you cannot descend or climb immediately due to lack of crew communication; advise ATC unable. Make sure both pilots are on the same page regardless of their level of experience; seat or check airman status. We are human beings and we may make mistakes; therefore CRM plays a crucial role in the safety of flight instead of being single pilot. It is a gray area and a question between left seat and right seat pilots of what action would be better if STARS is saying a specific runway and that runway is closed. I learned from this event that the crew should be strict about the sterile cockpit rule regardless of it being a training event. Therefore; both crew members can then focus on flying the airplane in order to prevent staying behind the airplane. Finally; the most important thing I have learned from this event is regardless of the other pilot's position/status; do not assume they will do everything correct.


Synopsis: Air carrier flight crew reported experiencing an unstabilized approach and setting up to land on a closed runway with anticipation of changing to landing runway later.