Why would they be using rudder at cruising speed? *Further, according to
the discussion in some of the other groups, the rudder limiter is still
effective in alternate law. It supposedly clamps the limit at where it was
when the shift was made from normal to alternate law.

....look at the first line in the ACARS messages: RUD TRV LIM FAULT...
in other words, the rudder travel limiter not doing what it was
supposed to do, i.e., limit the rudder travel. This was followed in
fairly short order by a TCAS fault, an autothrottle disconnect, a/p
disconnect and institution of alternate flight law algorithms. Look
at the failure point of the 447 vertical stab and compare that with
the failure point of the AA 300 that went down in 2001 on departure
from JFK. Despite having a rudder travel limiter in place and
working, the 2001 incident proved rather markedly that it is entirely
possible, even at climb speeds, to overstress the vertical attach
points of the structure. ...at cruise, in what may have been beyond
extreme turbulence, that possibility may indeed be a probability in
this case. We'll never know until the FDRs and CVRs are found and
the data downloaded, but on that subject I have no faith that they
will be found and, given Airbus's shenanigans with black boxes from
earlier incidents, I have no faith that the company wants them to be
found.