B767-300 and 300 ER
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Flight Crew Last 90 Days 80; Flight Crew Total 15000; Flight Crew Type 8300
Distraction; Fatigue
Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Unstabilized Approach
Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Human Factors; Procedure
While descending for landing in VMC with the speed brakes extended; we were navigating direct to the final approach fix at an acute angle.  After accepting a clearance for a visual approach; I failed to alter the course to provide a better base-leg angle; and allow additional time and room to set up for the approach.  I removed my hand from the speed brakes lever and; distracted by configuring; forgot that they were extended.  Joining the final; we flew through the final approach course and; as we turned to rejoin with flaps 30 and extended speed brakes; the stick shaker activated momentarily. The speed brakes were stowed; final joined; and aircraft stable at 1;000 feet.    After landing; we debriefed as a crew; discussing the circumstances that led to the situation including my failure to adjust the course and allow more time for configuration; the hour of the day; and fatigue.  We recognize that allowing additional space and time for completing tasks prior to an approach is essential; especially during early morning hours when we are more likely to feel the effects of fatigue.
While descending for landing in VMC with the speedbrakes extended; we were navigating direct to the final approach fix at an acute angle.  After accepting a clearance for a visual approach; I failed to alter the course to provide a better base-leg angle; and allow additional time and room to set up for the approach.  I removed my hand from the speedbrakes lever and; distracted by configuring; forgot that they were extended.  Joining the final; we flew through the final approach course and; as we turned to rejoin with flaps 30 and extended speedbrakes; the stick shaker activated momentarily. The speedbrakes were stowed; final joined; and aircraft stable at 1;000'. After landing we debriefed as a crew; discussing the circumstances that led to the situation including my failure to adjust the course and allow more time for configuration; the hour of the day; and fatigue.  We recognize that allowing additional space and time for completing tasks prior to an approach is essential; especially during early morning hours when we are more likely to feel the effects of fatigue.
B767-300 flight crew reported maneuvering with speed brakes deployed led to a stick shaker condition.