A320 flight crew reported an unstabilized approach; go-around procedure; and a subsequent flap overspeed.

Narrative

Flying the ZZZZZ arrival in ZZZ to the ILS XXR; the Pilot Flying (PF) and Pilot Monitoring (PM) oversped flaps on a go around after an unstable approach. Weather was approximately 1500 ft. ceiling with strong tailwind at altitude during beginning of the approach; which switched to a headwind at approximately 2500 ft. Initially ATC told to expect XY; then toward the end of the STAR switched to XXR. ATC kept us at/or above 10000 ft. a little longer than expected and 210 kts.; faster than desired. After being cleared for the approach with a high crossing restriction of 10000 ft.; we had to attempt to configure early and attempt to capture the glide slope from above. The tailwind kept us high and fast. It became obvious we would not be stable and began talking about a go-around. Around that time; the autopilot began to capture the glide slope from above and the aircraft began to aggressively dive. We received a momentary GPWS 'sink rate' warning. We immediately executed a go around. Due to the weather factors and startle effect; climbing away from the terrain became the top priority and airspeed quickly increased before the flaps could be retracted before they were oversped by about 5-10 kts. We stabilized the aircraft and successfully performed another ILS approach to XXR and landed. Initially the First Officer (F/O) was PF for the approach; but during the start of the go-around the Captain (CA) stated 'my aircraft' and took control of the plane until the aircraft was stabilized after the go-around. The aircraft was then turned back over to the F/O for the subsequent approach and landing. Ceilings at 1500 ft. High altitude airport. Inexperience with this airport. F/O with 50 hours. CA did not point out recommended techniques quickly enough on approach. Excessive tailwind during initial phase of approach. ATC high crossing restriction and required speed of 210 kts. until attempting to capture glideslope. Inadequate go-around procedures by F/O required CA to take control of the aircraft. GPWS alert startle factor caused F/O to delay PM duties during go-around. ATC at high altitude airports should not impose excessive height or speed restrictions. Company recommended configuration; altitudes; and speeds at high altitude airport.