CAPT OF B767-300 ON ENRTE CHK; TURNS OFF AUTOPLT AND AUTOTHROTTLE WHEN HE BECOMES CONCERNED ABOUT BEING HIGH WITHOUT APCH CLRNC. FORGETS TO PUSH UP THE THROTTLES MANUALLY AND GETS STALL WARNING WITH A LOSS OF ASSIGNED ALT.

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RTE CHK FOR CAPT. CAPT WAS PF; FLYING INTO IAD. THROUGH FL180; APCH BRIEFING FOR AN ILS RWY 14 IAD WAS COMPLETED. 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. 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 WERE UNSUCCESSFUL. WE WERE STILL AT 3000 FT AND GETTING VERY HIGH. I 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 LOSS. WE WERE FINALLY CLRED FOR THE APCH. AN UNEVENTFUL APCH AND LNDG WERE MADE. CONTRIBUTING FACTORS: 1) FATIGUE: UNABLE TO SLEEP ON EITHER REST BREAKS. UNABLE TO NAP ON LAYOVER BEFORE THE FLT. 2) IN THE PAST ON THE B727; ANY TIME 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.