Narrative:

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.

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Original NASA ASRS Text

Title: Air carrier flight crew reported setting up for the incorrect runway during approach.

Narrative: 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.

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.