IT BECOMES APPARENT TO THE FO THAT A CROSSING RESTR WILL NOT BE MET; BUT HIS INPUT TO THE CAPT ABOUT THE SITUATION IS NOT HEEDED AND THE FIX IS CROSSED 1200 FT HIGH. ATC ALSO QUESTIONS ABILITY TO MEET THE RESTR. FO QUESTIONS CREW RELATIONSHIP AND CAPT PROFICIENCY.

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ENRTE TO DFW WE WERE CLEARED DIRECT TO THE CEDAR CREEK VOR AND THEN THE DUMPY 2 ARRIVAL. CAPT WAS PF. ATC INSTRUCTED US TO DSND FROM OUR CRUISE ALT; FL200; TO 11000 FT. WHILE IN THE DESCENT AT APPROX 16000 FT AND 25 MI SE OF THE VOR; ATC ISSUED A CROSSING ALT OF 7000 FT; 10 DME N OF CEDAR CREEK VOR ON THE DUMPY 2 ARRIVAL. I; AS PNF; LEFT THE ATC FREQUENCY TO GIVE A PA ANNOUNCEMENT. AFTER RETURNING TO THE FREQUENCY; WE COMPLETED THE DSCNT/APCH CHKLIST. BY THIS TIME; I NOTICED THAT WE WERE AT APPROX 13000 FEET AND LESS THAN 10 MI S OF THE VOR GIVING US APPROX 20 MI TO DSND 6000 FT. I INFORMED THE CAPT THAT I DID NOT THINK WE WOULD MAKE THE CROSSING RESTRICTION AT OUR CURRENT RATE OF DSCNT (APPROX 1000 FT PER MIN) WITH A GS OF ABOUT 290 KTS. HE INCREASED RATE OF DSCNT TO 2200 FT PER MIN. SOON AFTER ATC ASKED IF WE WOULD BE ABLE TO MAKE THE RESTRICTION. I TOLD THEM THAT 'WE WILL TRY.' I AGAIN TOLD THE CAPT THAT I DID NOT FEEL THAT THE CURRENT RATE OF DSCNT WOULD RESULT IN REACHING THE CROSSING RESTRICTION. THE AUTOPLT WAS ENGAGED AND THE CAPT HAD SET HIS FD TO HOLD A PITCH OF ABOUT 5 DEGREES PITCH DOWN. HE THEN RETARDED THE POWER LEVERS; WHICH RESULTED IN THE ACFT SLOWING; BUT IN RETROSPECT; I DO NOT RECALL HIM INCREASING THE PITCH ANGLE TO SIGNIFICANTLY INCREASE THE RATE OF DESCENT. AT 8 PT 5 DME N OF THE VOR (1 PT 5 DME FROM THE CROSSING FIX) ATC ASKED WHAT DME WE WERE SHOWING AND I TOLD HIM 8 PT 5 DME. WE WERE PASSING THROUGH APPROX 9000 FT. I TOLD THE CAPT THAT WE WERE GOING TO BE ABOUT 1000 FT HIGH. HE MADE NO RESPONSE. WE CROSSED THE FIX AT ABOUT 8200 FT (1200 FT HIGH) REACHING OUR ASSIGNED ALT; 7000 FT; AT 12 DME. NO FURTHER COM WITH ATC WAS MADE AND WE WERE HDOF TO ANOTHER CTLR. I HAVE FLOWN TEN LEGS WITH THIS CAPT. HE HAS ONLY BEEN A CAPT WITH THE COMPANY FOR APPROX TWO MONTHS. IN THE SHORT TIME THAT I HAVE FLOWN WITH HIM; HE HAS SEEMED TO BE A BIT OVERWHELMED WITH HIS NEW POSITION AND HAS MADE NUMEROUS ERRORS IN MAINTAINING SITUATIONAL AWARENESS; ALT; AND ASSIGNED AIRSPEEDS. I HAVE HAD TO POINT OUT DEV MANY TIMES. WE HAVE PERFORMED A MISSED APCH BECAUSE HE WAS UNABLE TO SLOW THE ACFT SUFFICIENTLY TO MAINTAIN THE GS AND DEPLOY THE FLAPS. THIS SITUATION HAS CREATED A VERY DIFFICULT CRM ATMOSPHERE. I DO NOT FEEL THAT MY WARNINGS ABOUT NOT MAKING THE CROSSING RESTR WERE PROPERLY CONSIDERED BECAUSE HE FEELS I AM CONSTANTLY CRITICIZING HIM AND IS BEGINNING TO DISCOUNT MY INPUT. PERHAPS; I SHOULD HAVE PROVIDED HIM WITH A SPECIFIC RATE OF DSCNT AND PERSISTED UNTIL HE COMPLIED.