Date: 202101
Local time of day: 1201-1800
Location: ASH.Airport, NH
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C AVL
ATC / advisory: TRACON AVL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Chart Or Publication; Airport
Primary problem: Airport

Narrative: First Officer and I flew our first leg of the day from ZZZ to Ashville Regional Airport. Most of the flight was normal and uneventful. About 15 minutes into the flight; we were cruising at FL190 and decided to prepare for the approach. We got the ATIS; landing performance information; set up the approach and First Officer briefed the approach. We noticed and briefed that AVL was on the FOQA list of top 10 airports for unstable approaches and briefed that they were for high speeds and descent rates. ATC then cleared us to descend with multiple step down altitude assignments (11;000; 7000; 6000; 5500; and 4700). We completed the descent and approach checklists when they were needed. Upon descending through 10;000 feet; ATC started vectoring us for the visual approach for runway 35. We continued the set up and called the runway in sight. We were vectored a bit high because of the surrounding terrain. While we were descending on our turn from base to final into Ashville Regional Airport; we got a GPWS warning (terrain; terrain; whoop; whoop; pull up). I decided to react first; since this was unexpected and immediate action may have been necessary with a GPWS warning. I started the recovery by leveling the wings; adding full power and starting a climb (simultaneously pulling back on the yoke and adding power). Then I called for a go-around. We notified ATC of the go-around and they asked for the reason. We told them it was due to the GPWS warning and they said okay and gave us an initial altitude and heading to rejoin the approach. After reconfiguring; calling for the autopilot; and After-Takeoff checklist; I transferred controls back to First Officer and we discussed what had happened and briefed how we would execute the next approach to avoid another GPWS warning. I made a P/A explaining the go-around to the passengers so that they would feel comfortable and safe. We then requested an ILS 35 approach and flew into to AVL without further incident.My First Officer and I concluded that the GPWS warning was likely due to the high closure rate in which we were descending to join final. We were joining final and descending right at the final approach fix (UMUXE); and the charts show multiple obstacles and rising terrain in the immediate area. Also; the FOQA alert page mentioned the obstacles/terrain in the report sent to us via ACARS.As a crew; it would help to always request an ILS approach when it is available. As the pilot flying; I would have slowed down earlier and planned a descent to be level while crossing the FAF. This would reduce the chance the that the aircraft EGPWS will calculate a high rate of closure between the aircraft and terrain that results in a GPWS warning.




Synopsis: Air carrier Captain reported unexpected GPWS alert while on visual approach resulted in a go around.