Date: 201811
Local time of day: 0001-0600
Location: CAE.Airport, SC
Flight conditions: VMC
Weather elements / visibility: 5
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class C CAE
ATC / advisory: Tower CAE
Aircraft component: Speedbrake/Spoiler
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Fatigue
Second reporter function: Pilot Flying
Anomaly: 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
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: 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.


Second narrative: 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.


Synopsis: B767-300 flight crew reported maneuvering with speed brakes deployed led to a stick shaker condition.