Narrative:

Flight was first flight back on line for PF after 4 1/2 months absence due to impacts of covid-19 pandemic. PF had completed landing re-qualification training X days prior. Due to forecast/reported turbulence in the ZZZ area fas had be seated early. Weather for the arrival was VMC with buildups and storms well to the south of ZZZ. During the arrival into ZZZ ATC assigns us higher than normal speed than the published arrival (280 KT vs 250 KT). Speed reduction to published (210 KT) is not assigned until reaching 11;000 feet. Aircraft is slowed to using sb and flaps extended to flaps 1. Up to this point autoflight was fully enganged in speed VNAV and LNAV/heading. A subsequent vector (260 degrees) and descent to 8;000 feet with speed no greater than 200 is then assigned. Flch mode was selected on the MCP with speed set to 180 KT while flaps were further extended to aid in speed reduction. Shortly thereafter ATC assigns a dogleg vector of 320 clears us for the visual approach runway xxr. At that time PF selects appr mode on the MCP and disengages the autopilot. Pm selects FAF alt (7;000' feet) in the MCP. Although 'field in sight;' the PF initial aim point was to runway xxl vs xxr (as cleared). The error was noted and corrected when approaching the extended centerline of xxr which resulted in a minor overshoot and correction to align with xxr. Due to this and that the autopilot was disengaged; the PF's focus shifted to runway alignment and PAPI for glidepath (1 red/pink; 3 white) noting the aircraft approximately 1 dot above glidepath. Landing gear was extended and flaps lowered on profile to aid in speed reduction to target and getting back on both visual and ILS glidepath. During the approach with transition to outside references with autopilot off; the aircraft remained slightly high enough that G/south (approach mode) did not engage. The PF was working to smoothly get back to glidepath; (on speed); but still remained slightly high through 1;000 feet AGL before it was noted by the pm that flch was still the designated autoflight pitch mode on the FMA. The approach was stable and on visual glidepath by 500 feet and continued for landing. The flight was debriefed in accordance with the crew debrief guide with emphasis on the approach; addressing specific threats; errors and corrections made as well as future ways to manage the approach to prevent deviation and increase situational awareness.

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Original NASA ASRS Text

Title: Air carrier First Officer reported experiencing an unstabilized approach and lining up for the incorrect runway.

Narrative: Flight was first flight back on line for PF after 4 1/2 months absence due to impacts of COVID-19 pandemic. PF had completed landing re-qualification training X days prior. Due to forecast/reported turbulence in the ZZZ area FAs had be seated early. Weather for the arrival was VMC with buildups and storms well to the south of ZZZ. During the arrival into ZZZ ATC assigns us higher than normal speed than the published arrival (280 KT vs 250 KT). Speed reduction to published (210 KT) is not assigned until reaching 11;000 feet. Aircraft is slowed to using SB and flaps extended to Flaps 1. Up to this point autoflight was fully enganged in SPD VNAV and LNAV/HDG. A subsequent vector (260 degrees) and descent to 8;000 feet with speed no greater than 200 is then assigned. FLCH mode was selected on the MCP with speed set to 180 KT while flaps were further extended to aid in speed reduction. Shortly thereafter ATC assigns a dogleg vector of 320 clears us for the Visual Approach Runway XXR. At that time PF selects APPR mode on the MCP and disengages the Autopilot. PM selects FAF Alt (7;000' feet) in the MCP. Although 'field in sight;' the PF initial aim point was to Runway XXL vs XXR (as cleared). The error was noted and corrected when approaching the extended centerline of XXR which resulted in a minor overshoot and correction to align with XXR. Due to this and that the autopilot was disengaged; the PF's focus shifted to runway alignment and PAPI for glidepath (1 red/pink; 3 white) noting the aircraft approximately 1 dot above glidepath. Landing gear was extended and flaps lowered on profile to aid in speed reduction to target and getting back on both visual and ILS glidepath. During the approach with transition to outside references with autopilot off; the aircraft remained slightly high enough that G/S (Approach mode) did not engage. The PF was working to smoothly get back to glidepath; (on speed); but still remained slightly high through 1;000 feet AGL before it was noted by the PM that FLCH was still the designated autoflight pitch mode on the FMA. The approach was stable and on visual glidepath by 500 feet and continued for landing. The flight was debriefed in accordance with the Crew Debrief guide with emphasis on the approach; addressing specific threats; errors and corrections made as well as future ways to manage the approach to prevent deviation and increase situational awareness.

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.