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In a snap roll, it's the decrease in lift on the first-to-stall wing which is important (rather than the increase in drag), causing the airplane to enter an extremely fast roll (rotation about the aircraft's longitudinal axis) into the first-stalled wing; unlike with a spin, the airplane's inherent directional stability prevents the initiating ...
Finally and that is what you are describing is the snap roll or flick roll. Which is basically a horizontal spin. flying low you simultaneously apply full rudder deflection and pull the yoke. This means you have high AOA and non symmetrical flow inducing a spin by stalling one of the wing.
Still, the most common conception of an aileron roll involves rotation that is MOSTLY around the aircraft's longitudinal axis and involves relatively little change in heading or pitch attitude, while a barrel roll is usually described as a maneuver involving a great deal of heading change, often 90 degrees or nearly so, as well as a great deal ...
A snap roll, or a flick roll, is a different kind of animal. This maneuver requires an abrupt pull up combined with a hard yaw input, in order to stall one of the wings. Do this kind of a maneuver in an airplane not approved for them, combined with speeds well above Va, and you’re at a high risk of structural damage or failure.
The extreme power of the Packard/Merlin engine meant that a high-power fast throttle advancement could put the aircraft into a roll or snap-roll. At low speeds this would prove a fatal mistake. Only 25 launches/recoveries were made in the suitability trials and Lt. Elder did not believe that the Mustang had a place in carrier operations.
$\begingroup$ Those are slow roll inputs even if you are speeding up the roll rate. You don't go 1 G negative doing an aileron roll; you'll be slightly positive, 0 or slightly negative. And you don't feed in rudder to make the fuselage make lift while knife edge. You don't need to when the maneuver is completed in 1-3 seconds.
Roll is then stopped with reversed aileron (not much is needed with a stable model), and the nose returned to level flight at nearly the same speed as entry. A variant of this, the barrel roll, carries up elevator through the entire maneuver, thus keeping positive G loading on the airframe. Next is the snap roll.
The second problem is that if the aircraft stalls while in uncoordinated flight, the downwind wing will stall first, which can produce a snap roll or a spin. Snap rolls and spins can both be recovered from, but if they happen close to the ground, the results can be fatal. Using just the rudder and not the ailerons has some uses:
Two examples-- straight and level flight -- "felt" acceleration 1G, actual acceleration 0G. "Zero G" ballistic flight-- "felt" acceleration 0G, actual acceleration 1G downward (i.e. -1G). So, in any maneuver that would commonly be described as a "1 G" maneuver, the G-force perceived by the pilot is +1 G, by definition.
A snap roll is one way that a rolling torque can be produced, and can be more severe than what is possible with ailerons. In this case, the snap roll wasn't severe, and Matt quickly recovered. Calling it a torque doesn't conflict that the cause of that torque was a snap roll. $\endgroup$