STICK SHAKER ACTIVATED ON A B763 WITH GEAR AND 30 DEG FLAPS DURING FINAL APCH SEQUENCE 6 NM S OF RWY 1L FOR IAD; VA.

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FLT TO IAD; SOUTH AMERICA RTE CHK FOR CAPT. CAPT WAS PF INTO IAD. THROUGH 18000 FT APCH BRIEFING FOR AN ILS TO RWY 1R IAD WAS COMPLETE. DURING APCH BRIEFING; FATIGUE FACTOR WAS DISCUSSED BY CHK AIRMAN. APCH DSCNT CHKLIST ALSO COMPLETE. WHILE BEING VECTORED AT APPROX 3000 FT; WE WERE ASKED BY ATC TO SLOW TO OUR APCH SPD FOR ANOTHER ACFT LNDG RWY 1R. I HAD ALREADY STARTED TO SLOW BECAUSE IT WAS APPARENT WE WERE GAINING ON THE ACFT AHEAD. ABOUT 9 MI OUT; WE WERE GIVEN A HDG TO INTERCEPT RWY 1L. CONFIGN OF ACFT WAS GEAR DOWN; FLAPS 30 DEGS. BOTH CHK AIRMAN AND FO WERE HEADS DOWN SELECTING AND IDENTING THE FREQ FOR RWY 1L. REPEATED ATTEMPTS WERE MADE BY THE CHK AIRMAN TO GET LOWER BUT WAS NOT SUCCESSFUL. WE WERE STILL AT 3000 FT AND GETTING VERY HIGH. I BEING THE PF TURNED OFF THE AUTOTHROTTLES AND AUTOPLT. IT IS UNCLR IF I ANNOUNCED THIS. BEFORE INTERCEPTING THE ILS TO RWY 1L; I GOT A STICK SHAKER AT 3000 FT. PWR WAS ADDED BY MYSELF BUT NOT AS AGGRESSIVELY AS BY THE CHK AIRMAN. NO SIGNIFICANT ALT LOST. WE WERE FINALLY CLRED FOR THE APCH. AN UNEVENTFUL APCH AND LNDG WAS MADE. CONTRIBUTING FACTORS: 1) FATIGUE -- UNABLE TO SLEEP ON EITHER REST BREAKS GOING TO IAD. UNABLE TO NAP ON LAYOVER BEFORE FLT TO IAD. 2) IN THE PAST ON THE B727; ANYTIME AN APCH GOT TIGHT; TURNING AUTOPLT OFF AND FLYING ALWAYS WORKED BETTER FOR ME. IN THE 2 YRS ON THE B767; I HAVE BECOME MORE USED TO THE AUTOTHROTTLES THAN I REALIZED. COUPLED WITH FATIGUE IT CAUGHT ME.