Captain reported auto throttle and EGPWS malfunctions while on approach due to possible 5G interference.

Narrative

5G anomaly (2nd time in 24hrs); event occurred in the LA basin area for a second time today. Previous flights from ZZZ-ZZZ1 then ZZZ1-ZZZ2 the previous day were uneventful. Take-off out of ZZZ off of 20R no anomaly occurred. Flight to CMA no anomalies until beginning approach to 26. Weather at CMA 039BKN 9SM. We elected to brief and fly the RNAV Z 26 approach. Approach vectored us at 4000 ft. from the South over top of the small mountain depicted on the chart listed as 3111 ft. with the little arrow on it. From there we intercepted the RNAV course at 3000 ft. just outside HOKIV (yes; tight vectors) and proceeded down the RNP glidepath on autopilot with autothrottle on. From a point about 3 miles southeast of HOKIV to a point 2 miles West of HOKIV we received sporadic then continuous 5G interference to our radio altimeter system that caused it to jump between no reading at all (normal indication) to 0 AGL which set off Enhanced Ground Proximity Warning System (EGPWS) and Terrain Avoidance and Warning System (TAWS) alerts identical to our last flight into ZZZ. This time though; in addition to the '10...10...10' and 'landing gear' warnings; when we placed the gear down to silence the 'landing gear' warnings; the autothrottle system went into auto retard mode once the RA detected 0 ft. thinking the aircraft was landing. The Pilot Flying (PF) quickly detected the problem and mitigated the situation by disconnecting the autothrottle system; reverting to manual throttle control. I chose to call for a go around since we were officially on an IFR approach and technically not stabilized inside the FAF. Runway at this point was in sight; but this was the perfect opportunity to execute a go around for good practice and procedural reasons. It also allowed us a second opportunity to evaluate if this was an aircraft system problem or truly a 5G issue. Upon execution of a second approach this time vectored onto the final from the North side of the course; the TAWS exhibited identical behavior for approximately the same amount of time; in the same location East of HOKIV. This time we were prepared; with autothrottles off and placed gear down even sooner to alleviate the gear warnings. Once again the anomaly disappeared a mile or two West of HOKIV. In agreement with my First Officer (FO) we are of the opinion that this is in fact an LA basin area 5G anomaly only and therefore; with agreement with the Chief Pilot; chose not to write up the aircraft systems but will evaluate the situation over the next few legs once out of the LA area. I spoke at length to CMA Tower on their recorded phone line after the flight to advise them of the reason for the unplanned go around and what I meant by reporting a 5G anomaly East of their airfield. The Controller indicated that they had heard that there had been other complaints to 5G issues in the area; but was unsure what that really meant. I spent a few minutes with them in an attempt to educate them a little on what these anomalies do to various aircraft types (props - no effect; light jets- some effect; sophisticated jets bigger effects like TAWS alerts and autothrottle advance/retard; and jumbo jets- auto land systems are seriously affected). Honestly the FAA should be providing more education to pilots and Controllers on the effects of 5G anomalies.