Normally the aileron can't make the wing stall, the alleged angle of attack formed from the leading edge to the trailing edge of the downgoing aileron doesn't work that way. The stall happens much further forward on the wing and the aileron at the back has little effect on it. Think of 3D models doing all those rolling maneuvres at and beyond the stall, the aileron keeps working as normal, it doesn't reverse its effect.
What normally happens is that adverse yaw increases at low speeds and high angles of attack, the downgoing aileron causes a much greater adverse yaw which the pilot has not countered with enough rudder, the aileron causes very little roll in the correct direction but the plane yaws strongly to the downgoing aileron, the yaw close to the stall causes an assymetric stall and down goes the outer wing. It appears that the downgoing aileron caused a stall, but it did it by causing a yaw which the pilot did not counter and the yaw caused the assymetric stall. If the pilot had been on the rudder enough to counter the adverse yaw, the plane would have rolled slowly in the correct direction.

Now we come to corrective action. many model fliers and some full size fliers think the correct action is opposite rudder to pick up the dropped wing but that is wrong and the Australian aviation authority even included this as one of the myths in an educational leaflet they did a few years ago, see myth # 7
http://www.casa.gov.au/SCRIPTS/NC.DL...Name=22_27.pdf
If all you do is apply rudder, you will more than counter the adverse yaw and yaw the plane the other way, simply reversing the flick or incipient spin! The first thing to do is unstall the wing and that means centralising the ailerons and easing forward on the elevator. That's not the same as pushing in down elevator, to unstall you just go forward enough from where you were to unstall it, as you don't want to provoke a dive into the ground from low height. Having unstalled it, the rotation will stop, it won't have developed into a flick or autorotation spin yet. Now you are unstalled and flying again, banked over to one side. How do you control bank? With aileron, not rudder. But you don't want to provoke the same assymetric stall all over again so you gain speed and then roll upright, if necessary using enough rudder just to counter the adverse yaw, but no full rudder thinking it will roll you upright as it is more likely to flick.

At very low speed/high angles of attack, rudder can be used for turns, on some planes it has to be as ailerons are ineffective or adverse yaw is so bad, but it is very little movement of the rudder. Slip ball is moved only just off centre, any more would likely provoke a stall. In full size power planes the rudder pedals are usually very heavy which prevents over-control, to simulate this I use huge expo on the rudder in my models to prevent over-control.

I am lucky enough to have logged a few hours piloting the full size P-51 Mustang. I have done normal and high-G stalls in it. If it drops a wing the last thing you do is put on opposite rudder (if at low level it really will be the last thing you ever do!) because the enormous gyroscopic force of the prop will precess the yaw and pitch the plane inverted. Not normally a problem for our models with much smaller lighter props. Anyway, the procedure is the normal centralise aileron and be prompt at easing the stick forward to stop the stall. The rotation stops within 1/4 roll i.e. at knife edge if you are prompt with the elevator. Then, believe it or not, ease in a little down rudder, not top rudder, to help get the nose down and get back flying speed asap. Then roll upright with aileron, no rudder required unless slip ball demands it.