WRONG RWY VISUAL APCH BY FLT CREW OF A BAE146 TO RWY 2C AT BNA; TN.

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FLT FROM DTW TO BNA. I WAS CLRED FOR A VISUAL APCH TO RWY 2L WHILE ARRIVING FROM THE NE. THE ILS FREQ WAS SET FOR RWY 2L. ON EXTENDED BASE LEG E OF THE FIELD; WE HAD A 'FLAP FAULT' CAUTION ILLUMINATE INDICATING THE FLAPS MIGHT NOT BE WORKING. AFTER CHKING THE 'FLAP FAULT' CHKLIST; WE DETERMINED THAT THE FLAPS WERE NORMAL AND CONTINUED THE APCH. ON FINAL; THE AURAL 'GS' WARNING BEGAN. THE GS SHOWED US OFF-SCALE LOW. I VISUALLY CHKED THE VASI AND DETERMINED WE WERE ON GLIDE PATH. THE CAPT AGREED AND WE DE-TUNED BOTH ILS RADIOS. JUST PRIOR TO XING THE THRESHOLD; TWR INFORMED US THAT WE WERE LINED UP WITH RWY 2C AND THAT WE WERE CLRED TO LAND NOW ON RWY 2C. FORTUNATELY; NO OTHER ACFT WERE INVOLVED. I FEEL THAT THERE WERE A FEW IMPORTANT CONTRIBUTING FACTORS: 1) FATIGUE. THIS INCIDENT OCCURRED ON DAY 3 OF A 3-DAY TRIP. OUR FIRST DUTY DAY HAD BEEN 14 HRS 30 MINS FOLLOWED BY A REDUCED REST OF ONLY 8 HRS. OUR SECOND DUTY DAY FOR 13 HRS 50 MINS FOLLOWED BY THE MINIMUM COMPENSATORY REST OF 10 HRS. THE THIRD DUTY DAY WAS SCHEDULED AT 13 HRS 30 MINS. 2) HOURS. EACH DAY WAS SCHEDULE TO BLOCK BTWN 6-7 HRS OF FLT TIME AND 4-5 LNDGS. 3) 'FLAP FAULT.' THIS WARNING OCCURRED DURING A CRITICAL PHASE OF FLT PROVIDING A DISTR TO BOTH THE CAPT AND MYSELF. 4) BNA. IF YOU DO NOT PROPERLY FAMILIARIZE YOURSELF WITH THE ARPT LAYOUT AND ARE APCHING FROM THE E; IT IS NOT DIFFICULT TO MISTAKE RWYS. RWY 2L IS SITUATED WELL N OF THE THRESHOLD FOR RWY 2C. LOOKING VISUALLY AT THE ARPT; IT IS EASY TO THINK RWYS 2R AND 2C ARE THE PARALLELS RWY 2R/L; ESPECIALLY AT A LOW ALT; WHERE THE ACTUAL RWY 2L MIGHT NOT BE VISIBLE.