Commercial Fixed Wing
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Communication Breakdown; Confusion; Distraction; Workload
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Regained Aircraft Control
Environment - Non Weather Related; Human Factors; Procedure
Flying into ZZZ at 2;500 feet with VFR conditions ATC was vectoring us for the approach to XXL.  It was XA:00pm and we were the only airplane in the sector due to the COVID flight reductions. We were on a downwind when we were asked if we had the airport in sight for a visual approach. I said that I did and the FO was comfortable with my decision.  This is where all the mistakes started.I failed to communicate my plan on how to fly this approach. I disconnected the autopilot.  I proceeded to the FAF ZZZZZ and told the FO to select 1;500 feet the altitude for ZZZZZ and started to descend in FLCH.  Since I haven't flown much since the flight reductions I'm embarrassed to admit my flying skills were very poor.  I descended to 1;300 feet at ZZZZZ as I made the sharp turn to intercept.  The FO was giving me good guidance but the long day; lack of currency and tunnel vision for the runway made me just not hear his excellent CRM  prompting.  Again; I'm embarrassed to say from ZZZZZ  to  below 1;000 feet I got below the glideslope twice.  At 500 feet we were stable and landed.  I should have gone around; but like the many pilots before me that have written scenarios of unstable approaches; I didn't.  Why not?  Because it was VFR; because it was an easy approach; because I could do this. All the reasons that lead to unstable approaches. In all my years of flying; this is the worst decision and execution of my career.  I am truly embarrassed to admit this. I am now one of those 'How In the World Did They Do That' pilots.  I only can hope you don't use this as your new teaching scenario.So many lessons learned from this one. Visual approaches are one of the most difficult to perform.  We don't do them on a regular basis.  Fly it as a full ILS. Give yourself enough room outside the FAF to get set up.  Don't rush it.  Use the autopilot to get set up.  Don't hand fly.  Especially when it is late and you may be tired.  Communicate all your intentions clearly to your flying partner.  VVM.  Hear and listen to your partner.  They are 2 different things.  Don't have a big ego and Go-Around.  It's not a failure.  I know all of these lessons; but failed to execute them.  I'm sure the stress of current world events; our company's financial situation; the lack of flying and a lot of other outside influences are contributing factors to this but certainly no excuse.
Air carrier Captain reported experiencing an unstabilized approach in which they should have executed a go-around but decided to continue and stabilized at 500 feet.  Captain reported rustiness from lack of flying contributed to the event.