Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Situational Awareness
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance; Flight Crew Requested ATC Assistance / Clarification
Human Factors
During the approach briefing for RNAV GPS 35 at AVL; I had pointed out to the Captain that due to obstacles and terrain characteristics in the vicinity of AVL; ATC would keep us high until very close to the station. As anticipated; Atlanta Center kept us at a high altitude (I do not remember exactly; but well above 15;000) until about 12-15 miles from the station. Upon being handed to Asheville Approach; and considering the terrain; night time; and the need for sufficient airspace to descend to a reasonable altitude in order to execute an effective and stable approach; I requested radar vectors for the RNAV GPS 35 (glideslope for the ILS was out of service). Approach instructed us to descend to 6;000 and to a heading that would put the aircraft on a downwind to Runway 35.  Subsequently; the Approach Controller gave us a heading that put the aircraft on a left base leg to Runway 35; and instructed us to descend from 6;000 to 5;100. During this descent; the GPWS issued an aural TERRAIN caution. We immediately initiated a climb; advised ATC of the situation; and stopped the climb at 6;000; at which point the GPWS silenced. In addition; we advised we had the field in sight; and were cleared for a visual approach to Runway 35.  The minimum sector altitude corresponding to the left base leg to Runway 35 stated 6;200 ft. We should have queried ATC of the validity of the instruction to descend from 6;000 to 5;100.  From a CRM standpoint; The Jeppessen AVL Airport Reference Page alludes to the fact that a high rate of descent in the vicinity of the airport may cause a GPWS activation due to mountainous terrain in the vicinity (We did not exceed 1500 fpm); hence an emphasis on this matter during the approach briefing; in conjunction to minimizing the rate of descent to; perhaps; no more than 700 fpm; more than likely would have avoided the situation.
Air carrier First Officer reported a CFIT event during approach under Approach Control which was followed by an uneventful visual landing.