One possible issue here is the difference between Constant Pedal Force and Pedal Deflection, vs Variable Pedal Force and Pedal Deflection Systems. Boeing (Seattle) aircraft use the first whereas Boeing (Long Beach) uses variable force and deflection (and probably Airbus).
Whilst in the first instance the force and rudder pedal travel remains constant with change of speed, and in the second it does not; the differences are only apparent with increasing airspeed where for both systems the actual rudder surface deflection is limited by the structural loads requirements.
So for 1. the statement “full deflection” is true when describing the rudder pedal movement, but false when describing the rudder surface at 290 kts.
For 2. Not a problem for pure deflection. The issue emerging from the Airbus accident is that the regulations do not deal with dynamic rudder deflections, particularly if the rudder pedal is repeatedly reversed.
3. Quite possibly, but previously the industry and pilots have managed to avoid the problem. Perhaps the Airbus accident is an indication as to the different standard of aircrew behaviors that the industry now has to endure.
Advice on the use of rudder is given by IFALPA here:
www.ifalpa.org under Safety & Security Bulletin Archive
Safety Bulletin 03SAB002 Airbus
Safety Bulletin 03SAB001 Boeing