Aeroplanes with no wing washout (twist in the wing that gives a lower incidence outboard) can drop a wing more easily while ‘holding off’ bank when flying close to the stall.
When turning, the wing on the outside of the turn is going faster and so develops more lift.
All the powered light aircraft I can think of need some opposite aileron to hold the bank angle steady when turning.
Let’s say we are in a 30 degree banked left turn 10 knots above stall speed in a plane with no washout. We need some right stick/yoke to keep the bank angle steady. Right stick means the right aileron is deflected upwards and the left aileron is deflected downwards.
The downward deflected aileron (left in this case) increases the effective angle of attack on the left outboard wing putting it very close to the stalling angle.
Any slight inattention in flying, a fraction more nose up for example or a gust could result in the left outboard wing stalling and dropping.
One should apply the correct control inputs to recover from an incipient spin at that point, but mere mortals with lack of recent training will more than likely apply more right aileron which will make the situation much worse.
While giving Britten-Norman Islander (BN2) training for a type-rating to a young man this happened to us. The aircraft entered a fully developed spin but recovered with standard actions by the startled instructor.
While pondering the incident later I realised what had probably killed a few of my friends flying in the tropical mountains in Islanders with heavy loads and without the benefit of 5000 feet of height agl.
I am not disparaging the Islander, while I don’t know any pilot who really loved flying them, they are a good bush plane and we were provoking it in the above case. The stall warning was on and the student was just that bit slow in relaxing the back pressure etc.