Narrative:

Aircraft was being vectored for a night visual approach to runway 20 at ric. Captain was PF; I was pm. We flew the ducxs arrival. Vectoring began ivo neavl intersection; roughly 20 NM from airport. We were using the RNAV Z runway 20 as an instrument procedure reference during the approach. We were vectored for a wide right downwind; roughly 10 NM west of field and given a descent to 2000. Once established at 2000 and abeam the airfield we were vectored toward fobon; the FAF for RNAV runway 20; [on] a heading of approximately 070. Based on this approach angle to fobon we anticipated the corner would be cut so we fully configured the aircraft for landing. About 5 miles ssw of fobon we were asked if we had field in sight. At that point I could clearly see the runway 16 lighting system and the terminal area and pointed this out to the PF. He said to report field in sight; which I did. We were immediately cleared for the visual 20. He began a descent and started a right turn to intercept the final approach course (facility). During the turn to intercept the captain turned past the 202 inbound course to about a 230 heading without ever intercepting the final approach course. He appeared to be lining up for runway 16; which had a MALSR and was more brightly lit than runway 16.I immediately advised the captain he was far right of course and needed to come well left. He immediately turned back toward the runway 20 facility. I asked him to level off which he did at 1000 feet. At that point I was able to verbally guide the PF toward the facility and reestablish the aircraft on a stable glide path. Just as we were reestablishing ourselves on the facility; ATC called to report she just received a low altitude alert on our aircraft.I acknowledged her call and we elected to continue as by this point we were level; on course and about to restart our descent on glide path. I called 1000 configured to the captain and we began our descent. Shortly thereafter the captain commented that he felt like he had black hole illusion. Since we were configured and stable I immediately gave distance and altitude callouts to the runway; which the captain felt was helpful. We continued the approach to a normal landing.I think if we had discussed the runway and lighting configuration in more detail; to include potential visual illusions and lack of other visual references; it would have ensured a better common operating picture between me and the captain. This would have reduced the risk of the captain attempting to line up on the incorrect runway. Although we were already correcting when we received the ATC alert; the safest and most conservative action at that moment would have been to conduct a go-around.

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Original NASA ASRS Text

Title: ERJ First Officer reported they received a low altitude alert from ATC on a night visual approach to RIC.

Narrative: Aircraft was being vectored for a night visual approach to Runway 20 at RIC. Captain was PF; I was PM. We flew the DUCXS arrival. Vectoring began IVO NEAVL intersection; roughly 20 NM from airport. We were using the RNAV Z Runway 20 as an instrument procedure reference during the approach. We were vectored for a wide right downwind; roughly 10 NM West of field and given a descent to 2000. Once established at 2000 and abeam the airfield we were vectored toward FOBON; the FAF for RNAV Runway 20; [on] a heading of approximately 070. Based on this approach angle to FOBON we anticipated the corner would be cut so we fully configured the aircraft for landing. About 5 miles SSW of FOBON we were asked if we had field in sight. At that point I could clearly see the Runway 16 lighting system and the terminal area and pointed this out to the PF. He said to report field in sight; which I did. We were immediately cleared for the visual 20. He began a descent and started a right turn to intercept the Final Approach Course (FAC). During the turn to intercept the captain turned past the 202 inbound course to about a 230 heading without ever intercepting the final approach course. He appeared to be lining up for Runway 16; which had a MALSR and was more brightly lit than Runway 16.I immediately advised the Captain he was far right of course and needed to come well left. He immediately turned back toward the Runway 20 FAC. I asked him to level off which he did at 1000 feet. At that point I was able to verbally guide the PF toward the FAC and reestablish the aircraft on a stable glide path. Just as we were reestablishing ourselves on the FAC; ATC called to report she just received a low altitude alert on our aircraft.I acknowledged her call and we elected to continue as by this point we were level; on course and about to restart our descent on glide path. I called 1000 configured to the Captain and we began our descent. Shortly thereafter the Captain commented that he felt like he had black hole illusion. Since we were configured and stable I immediately gave distance and altitude callouts to the runway; which the Captain felt was helpful. We continued the approach to a normal landing.I think if we had discussed the runway and lighting configuration in more detail; to include potential visual illusions and lack of other visual references; it would have ensured a better common operating picture between me and the Captain. This would have reduced the risk of the Captain attempting to line up on the incorrect runway. Although we were already correcting when we received the ATC alert; the safest and most conservative action at that moment would have been to conduct a go-around.

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.