A TRACON Controller reported an aircraft on a visual approach to MRY turned towards the wrong airport and flew below the Minimum Vectoring Altitude.

Narrative

I was working Fremont/Seca combined; and had a citation from the northwest inbound to MRY. I told them to expect the RNAV Y 28L or the visual 28L if they got the airport in sight. A few minutes later; they reported the airport in sight and I cleared them for the visual approach to runway 28L. Before sending them to the Tower; I watched their flight path on the base leg. I observed that they were descending more than normal for their distance to MRY; and then they turned towards OAR airport; about 5 miles north. I verified if they had the right airport in sight; which they did not. I cancelled their approach clearance and climbed them back to an altitude compliant with the MVA in the area; and provided guidance to MRY. They aircraft did get MRY in sight; but MRY tower had me break them out after they were cleared for the visual approach due to an emergency aircraft inbound. I reissued 040; and issued course guidance for a resequence. The aircraft landed without further incident.Recommendation: After reflecting on this event; there are a few things that come to mind. It is very uncommon for an aircraft to line up for Marina (OAR) when landing at MRY because OAR only has one runway; is much smaller; and is a fair distance from where MRY actually is. In addition; this aircraft was on an extremely tight downwind for OAR; which made it unlikely the aircraft would be able to even see OAR well or at all at 050. However; it would have alleviated the situation if I had pointed OAR and MRY out when the pilot called MRY in sight. In addition; although the aircraft was on a visual approach and was authorized to proceed visually; the unplanned situation could have perhaps been helped if I had issued a cautionary low altitude alert. The pilot was proceeding visually; but it may have resulted in a better climb rate for subsequent resequencing; and I realize that it would have required only one minor additional transmission. Finally; the only other way I can think to prevent this situation in the future is to keep the aircraft on their expected instrument approach to alleviate their expectation bias of which airport is in fact MRY.