The FCTM you quoted also appeared in Safety first before. It was to assuage the uncertainty felt when some times at heavy weight take off a fleeting over speed warning may appear. To say it's OK. But airbus doesn't tell you to reduce thrust to avoid it. They are certainly smart enough to do that. In case of GA Normal procedure is to leave the thrust levers in TOGA till ACC ALT or ALT* In our discussion we have already put it in CLB that so there is simply no question of over speed. For a WT of 64T when you set TOGA your speed will be about 140kt with flap 3 till ALT*. The F speed is round the corner so at ALT* check F speed and select flap1(not two as you said). And that's it. The VFE for flap 3 is 185 more than 35 kts away. And slats have same position for 2 and 3 so as the flaps move to 2 actual VFE becomes 200 and later at 1+F to 215kt. The only time problem comes is when at ALT* the PF goes in a stupor and starts thinking what to do. Even then if thrust levers are in climb it will maintain VFE. I have taught this dozens and dozens of times without problem. Now think about unnecessary intervention of reducing thrust. First is how much. Some one may close the thrust levers disconnecting ATHR. May then drop speed and trigger alpha floor or forget to engage ATHR and over speed. A pilot who forgets to select flaps one can forget anything. And why all this when the ATHR is programmed to maintain VFE and VLS irrespective of the target speed at either end. The adage "If it ain't broke don't fix it" is very true in airbus.