Yes we modified the procedure to increase g loading via coordinated turns (bank the aircraft) to try and extend the gear and get the overcenter locks that way. It is not a good solution however, just the best we can do.
If there was some sort of major problem that forced us to be clean at the same time (can't be total loss of hydraulics because would make the aircraft unfliable, but you never know multiple failures DO happen) green dot would be around 235 knots or so at max landing weight, so we would be doing the gear extension procedure up around that speed.
Furthermore, as it is an unusual procedure that requires moving your seat and sticking a handle in the ground and turning it some recommend doing it in the holding pattern or before the approach. Again, 235 knots or so is a good clean maneuvering speed with a full load of pax and not much fuel.... If it was a return after takeoff (no dump for upto 120,000 lbs of fuel) green dot could be well above 250.
Airbus posts no speed limit other than the normal gear door limits (270 knots) and says nothing about slowing down to apply rudder. The manual says the rudder load limiter will protect us in its description of the rudder load limiter.
Cheers
Wino