Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Distraction; Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Returned To Clearance; Flight Crew Overcame Equipment Problem
Aircraft; Environment - Non Weather Related; Human Factors
During the flight from ZZZ1 to ZZZ; while attempting to acquire the landing data for the arrival into ZZZ; the ACARS indicated NO COMM. The PM received the ATIS information through the radios and determined the landing data numbers via the company manuals in the EFB. The ILS XX for ZZZ was subsequently placed in the FMS prior to the brief; and Runway XX was briefed as the landing runway as per ATIS. While established on the ZZZZZ 3 arrival and checking in with final approach; ATC stated to expect Runway XYL. The PM verbally stated the fixes for the XYL ZZZZZ 3 arrival. Both the PM and PF then switched to the ILS XYL approach plate on the EFB and briefed that approach. While flying the ZZZZZ 3; both the PF and the PM discussed the two different split-off points. The first split-off is for landing East or West. The second Split-off is for landing XX or XYL. I was the Pilot Flying and was established on the ZZZZZ 3 Arrival when I noticed the indicated waypoints were still for Runway XX. As I stated that we were navigating for Runway XX; Approach Control asked us to make a right turn towards the proper waypoint for the XYL arrival. This event was caused by not verifying the correct runway was placed into the FMS after a runway change was given by ATC. Contributing factors for this event would be the initial distraction resulting from the failure of ACARS. Another contributing factor would be the lack of currency/proficiency for both the PF and the PM. This lack of currency/proficiency was briefed as the threat in the brief for both the takeoff as well as the arrival. A final contributing factor would be the lack of familiarity with ZZZ for the PF as this was the first time flying into that airport.First and foremost; flight path management is paramount to a successful outcome to any flight. When given any changes in altitudes; airspeeds; headings; runways etc. by ATC; each pilot is responsible to confirm and verify those changes. If task saturation begins to set in; notify the other pilot and let them assist you with reducing your saturation level. Always clearly understand where you are during any aspect of a flight. Within the extremely dynamic environment we find ourselves in during any flight operation; a lack of currency or proficiency can and does have a negative effect. Under the circumstances of COVID-19; it is still incumbent on each pilot to maintain the highest level of professionalism possible.
I was pilot monitoring; prior to descent the ACARS went NO COMM; so I was gathering weather and doing landing data manually- we had set up for and briefed for XX as that was the previous active runway on our ACARS there is a reasonably complex STAR with altitudes and speeds.  On checking in with Final Approach we were given [Runway] XYL - I inadvertently verified the verbiage of the arrival on the plate and somehow didn't realize I hadn't executed the FMS. We had verbalized the fixes and were anticipating the XYL transition when we were at 4;000 feet with the final approach before Tower- the aircraft began a turn to the left on the XX transition and the PF asked if that was correct- simultaneously the controller had us turn- ultimately descending and intercepting the final approach course for XYLAs PM I was becoming task saturated in the descent and ultimately didn't execute the proper inputs for the runway change-- of note; I am returning from extended time off as was my PF -- we had briefed currency in our brief and were communicating well about the arrival and landing.Aside from not noticing my mistake of not executing the runway change we were communicating well and except for my being task saturated with getting the ATIS and monitoring a complex arrival I believe we could have attempted a full instrument briefing- however it was VMC for a visual and we had briefed the runway including taxi etc.  The change of runway at a critical phase along with our lack of recent experience at ZZZ led to my not preparing for the appropriate runway initially.
Air carrier flight crew reported setting up for the incorrect runway during approach.