lurkio
It is true They are described as manoeuvre speeds. Airbus 17th Performance and operations conference Dubai gives a detailed description of what they are and how to use them. Extract below:

Vilas, thank you for that. You have mentioned this conference a couple of times, where can we have a look at the report or details?
Always good to learn.

Check the other thread I quoted some more info about this. You can check on this: https://www.scribd.com/document/1829...tic-speeds-pdf

Sincere thanks vilas.

Low Speed Protection
 

In this case as the VLS increase the airplane will pitch down to let the IAS increase together with the VLS. Anyway there is also another procedure that airbus use for this kind of scenario, the name is discontinue approach (you simple press approach and the airplane goes back to heading and vertical speed, no flaps retraction anything, then if you need to climb just pull for open climb and that is all).

PILOTINHO
This discussion is going round in circles like a cat trying to catch it's own tail. To recap everything, it started with, we are at 2500ft at CONF1 (below FAP of 3000ft) and ATC gives you speed constraint of 150kts. First, no constraints are given once on the glide. Second, if constraint was given the obvious course is to select CONF2, albeit 500ft higher or 30seconds earlier from the desired height of 2000ft. If you are that fuel conscious delay the gear a bit. Third, If asked to GA just leave the flap as it is since it is retracted purely for MA gradient. Now you are suggesting open climb which is in THRCLB. What happens to the gradient? If it meets then why we GA with MAN TOGA at all? Discontinue approach is an option only if FCU altitude is at or below aircraft altitude. Below FCU altitude standard GA is mandatory.

ATC giving you speed constraints of 160 to 4, 170 to 5 or 180 to 6 on the glide is a normal daily occurrence in Europe at busy airports. It's either published in the AOI of the airfield or they'll instruct it once you're establishing.

Unfortunately it is SOP in my company, one of the largest narrow isle Airbus operators, to TOGA our way out of every missed approach.
We used to be able to discontinue an approach (pushing V/S 0 etc), but that was taken away from us when below missed approach altitude. Now it's TOGA, even 6 miles out.

Aerobat 77. I’d be interest how you are going to get the bus out of the approach phase by doing that.

Activate the secondary..or enter a new cruise alt.

Or tap toga :)