CRJ700 FLIGHT CREW DESCENDS BELOW THEIR CLEARANCE ALTITUDE BEFORE ILS GLIDE SLOPE CAPTURE ON AN ILS APPROACH.

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CLRED FOR ILS ZZZ. ATL APCH CLRED FLT TO DSND TO 3500 FT UNTIL ESTABLISHED CLRED FOR APCH ZZZ. MISSED APCH ALT WAS SET PRIOR TO CAPTURING 3500 FT. DSCNT CONTINUED TO 3000 FT IN VMC CONDITIONS. CHARTED ALT THAT SEGMENT 2700 FT. GLIDESLOPE NOT CAPTURED. STOP DSCNT AT 3000 FT; CONTINUED APCH AT THAT ALT UNTIL GLIDESLOPE INTERCEPTED OCCURRED AND CONTINUED APCH NORMALLY WITHOUT FURTHER. EARLIER IN THE DAY THERE HAD BEEN AN ALTERCATION BTWN CREW MEMBERS THAT WAS INITIATED BY THE FO. ON AN EARLIER APCH INTO ZZZ; THE FO WAS STRUGGLING TO GET THE ACFT STABILIZED ON AN APCH TO RWY; 30 KTS FAST ON THE APCH AND NOT RESPONDING TO MY INPUT IN A TIMELY FASHION. THE MOST EXPEDIENT METHOD TO COMPLY WITH ATC INSTRUCTIONS WAS FOR ME TO PHYSICALLY TAKE CTL OF THE ACFT. THIS INFURIATED THE FO. HE LET ME KNOW THIS AFTER WE PARKED THE ACFT AT THE GATE. HE STATED HE COULD HAVE COMPLETED THE APCH JUST FINE. MY PERSPECTIVE OF THE SITUATION SIGNIFICANTLY DIFFERED FROM HIS PERSPECTIVE. MUCH WAS SAID AND A RESOLUTION WAS ATTEMPTED. HOWEVER; IN HINDSIGHT; ADEQUATE RESOLUTION WAS NOT ACHIEVED. THE FO BY HIS OWN ADMISSION CONFIDED TO ME THAT HE NEEDED MY HELP; BUT APPEARED ANGERED WHEN HELP OR SUGGESTIONS OR EVEN WHEN A QUESTION WAS POSED TO HIM ABOUT OPERATIONAL CONSIDERATIONS. I BELIEVE THIS ULTIMATELY CONTINUED TO BE A DISTR AND FULL ATTN TO DETAIL WAS; THEREFORE; COMPROMISED.