Narrative:

The flight was delayed about 5 hours due to poor weather at ZZZ. When we arrived the weather had mostly cleared. We were the last airplane to conduct the localizer xy. Airplanes after us were being held to start doing the visual. While on a right base; we picked up the airport about 15 miles out and were cleared for the visual. Although cleared for the visual; it was my intent to follow the guidance for the localizer to ensure a stabilized approach. As I crossed zzzzz intersection; glare from the sun made my pfd and mfd almost impossible to see. I could only see the 1700 feet display on my mfd; and assumed this was ZZZZZ1 intersection; the FAF. I started a constant angle non precision approach (canpa) descent in accordance with our procedures. I could not yet see the PAPI; but I could see runway xy and something did not seem right. We seemed low; so I shallowed my descent to about 200 feet/minute; then leveled the airplane. I could see we were clear of obstacles; but we seemed low. Finally; as we passed ZZZZZ1 intersection I looked at the FMS and saw the distance- 5 miles from the runway. We should have been at about 1500 feet but we were at 1000 feet. I pointed out to the first officer (first officer) what had happened and told her I would initiate a slight climb. In hindsight I probably should have climbed up to the assigned altitude or executed a missed; but we were VMC so I justified it to myself that we were clear of obstacles. About this time ATC gave us a low altitude alert. About this time I started to pick up the 3 degree approach angle and continued the approach to a landing.1. When something did not look right; I did not vocalize it. The first officer may have caught the error if I had done so. 2. When I could not see the pfd/mfd; I should have cross referenced the FMS and/or transferred pilot flying duties to the first officer. 3. When the altitude error was noticed I should have initiated a more aggressive climb. While we did not get a GPWS and were above obstacles; it sets a bad habit. 4. First officer and I had flown together several times and I think we trusted each other a little too much. This should have been an easy visual approach; but I think the 'easiness' of this approach made us a little complacent.

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Original NASA ASRS Text

Title: CRJ-700 Captain reported the sun reflection obscured the Primary Flight Display and the Multi-function Display resulting in a low altitude condition on final approach.

Narrative: The flight was delayed about 5 hours due to poor weather at ZZZ. When we arrived the weather had mostly cleared. We were the last airplane to conduct the LOC XY. Airplanes after us were being held to start doing the Visual. While on a right base; we picked up the airport about 15 miles out and were cleared for the visual. Although cleared for the visual; it was my intent to follow the guidance for the LOC to ensure a stabilized approach. As I crossed ZZZZZ Intersection; glare from the sun made my PFD and MFD almost impossible to see. I could only see the 1700 feet display on my MFD; and assumed this was ZZZZZ1 Intersection; the FAF. I started a Constant Angle Non Precision Approach (CANPA) descent in accordance with our procedures. I could not yet see the PAPI; but I could see runway XY and something did not seem right. We seemed low; so I shallowed my descent to about 200 feet/minute; then leveled the airplane. I could see we were clear of obstacles; but we seemed low. Finally; as we passed ZZZZZ1 Intersection I looked at the FMS and saw the distance- 5 miles from the runway. We should have been at about 1500 feet but we were at 1000 feet. I pointed out to the First Officer (FO) what had happened and told her I would initiate a slight climb. In hindsight I probably should have climbed up to the assigned altitude or executed a missed; but we were VMC so I justified it to myself that we were clear of obstacles. About this time ATC gave us a low altitude alert. About this time I started to pick up the 3 degree approach angle and continued the approach to a landing.1. When something did not look right; I did not vocalize it. The FO may have caught the error if I had done so. 2. When I could not see the PFD/MFD; I should have cross referenced the FMS and/or transferred Pilot Flying duties to the FO. 3. When the altitude error was noticed I should have initiated a more aggressive climb. While we did not get a GPWS and were above obstacles; it sets a bad habit. 4. FO and I had flown together several times and I think we trusted each other a little too much. This should have been an easy visual approach; but I think the 'easiness' of this approach made us a little complacent.

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.