CAPT OF CARJ FAILS TO COMPLY WITH ATC CLRNCS AND CRM ADVOCACY OF HIS FO. ALTDEV; TRACK DEV; SPD DEV AND STICK SHAKER RESULT.

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ON JUL/SUN/05 WHILE OPERATING FROM LANSING; MI; TO DETROIT; MI; I WAS THE PNF WORKING THE RADIOS. THE CONDITIONS ENRTE WERE VFR. AS WE GOT CLOSER TO DETROIT; THE WX BEGAN TO WORSEN. WE WERE PLANNING AND HAD ALREADY SET UP FOR ON THE ILS RWY 22R APCH THAT WOULD PROBABLY END IN A VISUAL APCH ONCE WE GOT CLOSER TO DTW. ATC INSTRUCTED US TO DSND FROM 7000 FT TO 4000 FT AND THEN REDUCE SPD FROM 250 KTS TO 180 KTS FOR SPACING. WE WERE ON A HDG THAT WOULD TAKE US TO JOYDD. THE CONDITIONS NOW AT THIS TIME WERE IMC. WE STARTED TO ENCOUNTER LIGHT TURB AND I ASKED THE CAPT IF HE WOULD LIKE TO PUT THE AUTOPLT ON. HE REPLIED; 'NO; I WOULD RATHER HAND FLY THE ACFT.' THERE WERE VARIOUS LEVELS OF TSTMS NE OF THE FIELD AROUND TARAH EXTENDING CLOSE TO JOYDD. ATC THEN ISSUED A HDG OF APPROX 130 DEGS. THIS INTERCEPT HDG WOULD NOW HAVE US ON A R BASE VECTOR TO INTERCEPT THE LOC FOR RWY 22R AT THE NUJNT RADAR FIX. CAPT (PF) WAS NOT HAPPY WITH THE ATC HDG AND ALT AND I WAS TOLD TO TELL ATC THAT WE WOULD LIKE A TURN TO A HDG OF 150 DEGS AND A DSCNT FROM 4000 FT TO 3000 FT TO AVOID THE WX. ATC SAID THEY WERE NOT ABLE TO ISSUE THAT CLRNC AND GIVE US THAT ALT UNLESS WE HAD THE FIELD IN SIGHT. I STATED THAT WE WERE IN IMC AT THE TIME. THE CAPT (PF) THEN STARTED A DSCNT AND TURN ON HIS OWN WITHOUT ATC CLRNC. ATC ASKED WHAT ALT WE WERE CURRENTLY AT. I SAID WE WERE ALREADY IN A TURN TO 150 DEGS AND DSNDING TO 3000 FT. ATC THEN REPLIED BY SAYING; 'ACR X DO YOU THINK YOU CAN JUST DO WHAT YOU WANT OUT THERE? HOW DO YOU KNOW THAT I DO NOT HAVE TFC AT THAT ALT?' THE CAPT WAS UPSET BY THE ATC CTLR'S REMARK AND SAID;' I REALLY DON'T CARE WHAT ATC THINKS. THIS IS THE HDG AND ALT THAT I NEED.' AT THIS POINT THE ALT PRE-SELECT CHIME IN THE COCKPIT ALERTED WE WERE BELOW THE SELECTED VALUE. THE ACFT WAS IN A R BANK NOSE DOWN DSNDING PITCH ATTITUDE. I ASKED THE CAPT WHERE HE WAS GOING. I STATED; 'THAT CHIME WAS FOR US; YOU NEED TO GET BACK TO YOUR ALT.' I ASKED THE CAPT ONCE AGAIN; 'DO YOU WANT THE AUTOPLT ON?' HE AGAIN REPLIED; 'NO; I WOULD RATHER HAND FLY IT.' AS HE BEGAN TO ARREST HIS DSCNT RATE; AN ABRUPT PITCH CHANGE CAUSED THE STICK SHAKER TO ACTIVATE. I REACHED OVER AND BEGAN TO PUSH THE THRUST LEVERS FORWARD; WHICH THE CAPT'S HAND WAS ON. I THEN REACHED OVER AND HAD TO PUT THE FLT SPOILERS ABRUPTLY FULL FORWARD BACK TO THEIR ZERO POS. THEY WERE LEFT OUT AFTER THE DSCNT AND SPD REDUCTION. I THEN ASSISTED ON THE CTLS; STATING; 'EASY ON THE CTLS JUST A SLOW PITCH INCREASE.' AFTER THE EVENT; HE STILL INSISTED THAT HE WOULD HAND FLY THE ACFT. I DID NOT AT ANY TIME RAISE MY VOICE AND HANDLED THE SIT IN A RELAXED MANNER. I ALSO DID NOT ASK FOR THE FLT CTLS BECAUSE I DID NOT WANT TO ESCALATE THE SIT. BEING A FLT INSTRUCTOR FOR 3 YRS; I HAVE SEEN THAT IT'S NOT ALWAYS THE BEST REACTION TO JUST GRAB THE CTLS. I HANDLED THE SIT THAT WAS PRESENTED TO ME THE WAY I SAW FIT. AFTER RETURNING TO 3000 FT; ATC ASKED OUR ALT AND IF WE HAD THE FIELD IN SIGHT. AT THIS POINT WE HAD RETURNED TO VMC. I ASSESSED THE CONDITION OF THE CAPT AND FELT HE WAS ABLE TO LAND THE ACFT SAFELY WITHOUT THE NEED FOR ME TO INTERVENE. WE WERE CLRED FOR THE VISUAL APCH AND LANDED WITHOUT INCIDENT ON RWY 22R. AFTER LNDG; THE CAPT ASKED ME IF HE SCARED ME. I TOLD HIM 'WITH ALL THE YRS OF FLT INSTRUCTING IT IS HARD TO SCARE ME ALTHOUGH YOU HAD ME CONCERNED WITH THE STICK SHAKER.' I MADE THE CAPT AWARE THAT I WAS NOT HAPPY WITH WHAT OCCURRED. HE ALSO STATED THAT THIS PROBABLY REQUIRES A RPT. I TOLD HIM; 'FILE WHATEVER RPT YOU FEEL IS NECESSARY.' WE TAXIED TO GATE AND COMPLETED THE FLT WITHOUT FURTHER INCIDENT.