Commercial Fixed Wing
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 2.13; Flight Crew Total 13736; Flight Crew Type 6494
Situational Awareness; Training / Qualification; Human-Machine Interface
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Human Factors
We were cleared approach RNAV Z XXR.  I looked at the navigation display and saw a solid unbroken magenta line from our position to the runway.  LNAV and VNAV displayed in FMA's.  Prior to this we were given delete speeds and at some point; I think we were assigned 210 knots.  Weather was clear VMC.  We were looking for traffic.  At some point traffic was called to us.  I did not see the discontinuity at ZZZZZ in the MCDU.  Approaching ZZZZZ I felt the plane was not turning to follow the path as it should.  I disengaged the autopilot and hand flew the rest of the procedure.  ATC asked us if we were turning and then asked if we could land.In the 10 months preceding this incident; I have 18 hours of block time.  I have 2 hours of block time in the last 90 days.  I was an X type aircraft Captain but was retrained as a First Officer (FO).  I have 0 hours as an FO in this aircraft prior to training.  My training consisted of one 4-hour sim period and two OE legs.  I believe the Captain was just back from a medical issue; had done a short training course and this was his second trip on the line.
Arrival into ZZZ during daytime VFR conditions with excellent visibility. Our FMC was programmed for the arrival as well as the RNAV RNP Z to XXR with the transition at ZZZZZ intersection. Our primary error was that we did not close the FMC discontinuity between the arrival and the approach. The result was that we overflew ZZZZZ1 intersection and corrected immediately after recognizing that we were not turning at the appropriate time. In hindsight it appears that multiple distractions contributed to our failure to remove the discontinuity. The change in speed assignments as well as a request by the Controller to watch for Aircraft Y traffic on a parallel runway and the timing associated with the issuance of our approach clearance.We were able to visually identify the Aircraft Y parallel traffic and kept visual separation. Once established on the extended runway centerline we received TA/RA warnings associated with the proximity of the Aircraft Y on XXL.  Also; there was never any indication that our aircraft deviated laterally of the extended runway centerline that would have compromised separation.Immediately after arrival at the gate I called approach control to discuss the late turn on the approach. (I was not asked to call.) I requested to speak with a Supervisor and we had a 5-10 minute discussion. I was told there was 'nothing on their end' in the way of a complaint. We also had an additional discussion about the traffic advisories associated with our approach given the close proximity of parallel traffic.One of the challenges of flying into ZZZ is that we typically are issued our runway assignment; approach; and transition in the latter stage of our arrival. Also; once issued; it seems to be relatively common to be reassigned to yet another runway; approach and transition. It is also common to receive speed modifications on the arrival.We were prepared for the RNAV Z to XXR and per company procedure we had the default arrival transition programmed. In hindsight I believe that if our clearance to fly the approach had come earlier in the arrival phase (when we had less distractions) that we would have been more likely to close the link between the arrival and approach and avoid our error.
Air carrier flight crew reported a track heading deviation during approach and cited lack of flying as a contributing factor.