Narrative:

As a line check airman; I was teaching and providing operating experience to a first officer (first officer) transitioning back to the aircraft X type; after flying another aircraft type. I was the pilot flying and the trainee first officer 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 first officer 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 first officer to change the navigation mode on the first officer'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 first officer'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 first officer 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; first officer 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.

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Original NASA ASRS Text

Title: 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.

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.

Data retrieved from NASA's ASRS site 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.