411A is correct, but.....
Ha Ha Ha Ha .... Let me muddy the waters!!!!!
OK, if there is a published side-step maneuver (published on the IAP), then you would fly the MAP for that initial approach. 411A is correct.
The same logic would apply to a circling approach. So, for example, you're flying an ILS (LOC) to RWY 09, circle to RWY 27. There may be a published IAP for 27, but for whatever reason, you're doing RWY 9, circle to RWY 27. If you miss, you would fly the MAP for the IAP to RWY 9, not a RWY 27 IAP MAP.
To muddy the waters, IF there is no published side-step to a parallel runway on your IAP, you are, essentially, doing a visual approach. In that case, there is no published MAP. [Please see AIM 5-4-22.] "A Visual Approach is not an IAP and therefore has no missed approach segment. If a go around is necessary for any reson, aircraft operating at controlled airports will be issued and appropriate advisory/clearance/instruction by the tower."
Ha Ha Ha Ha.....
Ain't this a great profession!!!!!
With regard to taxi speed....YES, there is a 30 kt max (Airbus) unless your company's SOP dictates otherwise. Doesn't matter if you are backtracking or what.....
With regard to callouts on visual approaches, what is your company's SOP? Does your company have a prescribed set of callouts for visual approaches? If not, so what!!!!!
With regard to pushing buttons at low altitudes, PLEASE don't do this! Concentrate on flying the airplane. The Airbus will land very nicely on the parallel runway without any pilot-FMGC intervention.
An exception would be when flying the Airbus-standard circling approach maneuver. Once you leave the final approach course, (as the FCTM says: when proceding to the downwind leg), activate secondary. The PNF (or "PM", depending on your company's vernacular) will activate the secondary flight plan, ensuring that the landing runway is not the "TO" waypoint.
Otherwise, the PF concentrates on accurately flying the aircraft; the other guy monitors....calls out deviations, etc.
Fly safe,
PantLoad