SMA ON PRACTICE ILS APCH LANDS WRONG RWY WITHOUT CLRNC.

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WHILE ON VFR FLT TO NEW BEDFORD; MA; I REQUESTED CLRNC FOR THE ILS RWY 5 APCH TO NEW BEDFORD REGIONAL DUE TO LOWERING CEILINGS AS WE CONTINUED ENRTE. I WAS ISSUED RADAR VECTORS TO THE FINAL APCH COURSE AND CLRED FOR THE APCH. DURING MY LAST RESPONSE TO APCH CTL; I ACKNOWLEDGED APCH CLRNC FOR THE ILS RWY 5 APCH; CIRCLE-TO-LAND ON RWY 32. I DO NOT RECALL APCH CTL HANDING ME OVER TO THE TWR. ONCE ESTABLISHED ON THE FINAL APCH COURSE; I PROCEEDED INBOUND; DSNDED AND LANDED STRAIGHT-IN ON RWY 5. I Never CONTACTED THE TWR AND HAD NOT RECEIVED CLRNC TO LAND. I HAD ALSO LANDED ON THE INACTIVE RWY 5. RWY 32 WAS ACTIVE AT THE TIME. AFTER CLRING THE RWY; AS I WAS ABOUT TO CONTACT GND CTL; I REALIZED WHAT I HAD DONE. I FEEL THAT A MAJOR CONTRIBUTING FACTOR WAS MY STRAYING FROM MY NORMAL FLT PROCS. DUE TO THE FACT THAT I ALLOWED MYSELF TO BE DISTR BY AN UNCOMFORTABLE PAX; I SOMEHOW ABANDONED PROCS THAT I THOUGHT I WOULD NEVER NEGLECT. MY NORMAL PROCS HAVE ME REVIEW THE HDG AND ALT OF THE FINAL APCH SEGMENT (INCLUDING DOWNWIND HDG IF CIRCLING TO LAND); PROPER CONTACT WITH ATC; CLRNC TO LAND; AND SEVERAL OTHER ITEMS. TO PREVENT A RECURRENCE; HAVING AND ADHERING TO GOOD OPERATING PROCS IS ESSENTIAL. STAYING FOCUSED ON THE JOB AT HAND IS ANOTHER KEY ELEMENT. A 'STERILE COCKPIT' AND MINIMIZING DISTRS WHILE APCHING TO LAND WILL ALSO HELP AVOID THIS TYPE OF SIT.