The problem of the flaps and/or slats locked is landing distance.
Hence the approach at selected speed.
It is like the overweight landing procedure, where you select VLS for landing, instead of managing speed, to minimize landing distance. That seems unnecessary in long runways and/or slight overweights, but it is very important in high weight not-so-long runways. Don't forget that speed goes squared in the kinetic energy formula.
Selected speed for approach in flaps or slats locked will be VLS. If its indication is available your VAPP plus delta VREF is precisely equal the displayed VLS.
As a matter of fact, unless you lose speeds indications, all you have to do is to PULL SPEED, then select VFE next - 5 kt and when there, select next config and repeat until you have CONF 3, and then select VLS. All of that without looking at any paper or ECAM.
In the meantime PNF can do the ECAM (just one or two things) check landing distance if it is not a clearly long enough runway and you think about both options:
landing: mind tail strike possibility
go around:
1. don't change config upon pulling out, keep VAPP (VLS)
2. check your real VFE. This minus 10 kt will be your acceleration speed, or displayed VFE if less than that.
3. you will only retract surfaces in case of diversion, but never with only flaps down.
take a look at the QRH in case you miss something, then relax and make a good landing
I had flaps locked between 1 and 2, once, during a visual approach at night and the captain just flew it like I said, except no QRH, no go around preparation. He landed nicely.