FLT CREW OF B767 EXPERIENCE UNSTABILIZED VISUAL APCH TO RWY 20 AT PHOG. CAPT ELECTS NOT TO INTERVENE WITH PF.

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MAY HAVE BRIEFLY EXCEEDED THE STABILIZED APCH GUIDELINES DURING A NIGHT VISUAL. IT'S THE NORMAL STORY OF SMALL EVENTS LEADING TO A RUSHED APCH. IT RESULTED IN NO GPWS WARNING OF ANY KIND; ALL CHKLISTS WERE COMPLETED IN A TIMELY FASHION AND THE TOUCHDOWN; WHILE QUITE FIRM (RESULTING IN ONE HUMOROUS COMMENT FROM ONE FLT ATTENDANT) WAS IN THE RIGHT PLACE; ON CTR WITH NO DRAFT; ETC. I WAS PREOCCUPIED WITH WATCHING THE PAPI AND KEEPING A MENTAL NOTE OF TERRAIN WHEN THE AUTO 500 FT CALL OCCURRED; SOMEWHAT EARLIER THAN I EXPECTED (NO GS ON RWY 20). I HAVE A VERY LIMITED COMFORT ZONE AND THIS SIT VIOLATED IT -- I DID NOT WANT TO DO A 360 DEG TURN OVER THE BLACK SEA EARLIER ON AND WAS STRONGLY ADVOCATING S-TURNS TO THE PF (AND ADVISED ATC THERE WAS NO OTHER TFC) BUT THE PF REALLY DID NOT RESPOND WITH ANY MEANINGFUL TURNS (JUST TOKEN ONES). I DECIDED THAT OVERFLYING THE ARPT WITH L TFC WAS A CERTAIN; SAFE COURSE OF ACTION. WHEN I LOOKED AT OUR POS SHORTLY AFTER THE 500 FT CALL WE WERE ON PROFILE; CONFIGURED BUT I DID NOT CHK THE SPD UNTIL 300 FT WHERE IT WAS TARGET +2; SINK WAS 600 FPM; THE PICTURE LOOKED GOOD. AFTER LNDG; I DECIDED THAT THIS WHOLE EVENT WAS; OF COURSE; PREVENTABLE WITH THE FIELD OVERFLT AND I SHOULD HAVE TAKEN THE AIRPLANE AROUND MYSELF SINCE THE PF WAS SO FOCUSED ON THAT RWY. IT HAS BEEN A LONG TIME SINCE I HAD TO DO THAT. I HAD FLOWN WITH THIS FO THE PREVIOUS MONTH AND THE LNDG/FLARE SKILLS WERE NOT GREAT AS I SAW THEM. THE LIGHT WINDS; GOOD WX WAS ONE REASON I FELT THAT SHE COULD DO OK. DEBRIEFED. STILL THIS WAS A RED FLAG. OTHER SKILLS TO THE FLARE ARE VERY GOOD. I TAKE GREAT PAINS AND BRIEF MY INTENSE DESIRE TO AVOID SUCH CORNERS. THIS SHOULD NEVER EVEN COME CLOSE TO HAPPENING. I SHOULD/NOBODY SHOULD EVER BE UNCOMFORTABLE.