I must confess that it is a long time since I last flew any of this series of aircraft but there was a time when I flew them regularly including instructing on them. From memory I wouldn't expect the slats to deploy much above 55 kts, certainly not when turning onto final at speeds close to 70 kts, why would they need to. The aircraft ASI should be checked in the first instance in my view. An over reading ASI is not uncommon.

Thank you for your input and concern. I'm going to have the ASI checked immediately.

Best,

SSS

Can you reproduce the behaviour at a safe altitude?
If so, can you rig a pair of cameras, such as GoPros to see what the slats on each wing are doing, as per the video in an earlier post?
If the cameras don't have audio you would need a synchronising signal to align the two videos in time such as a simple camera flash illuminating the cockpit interior fired off before and after the events you're interested in.
This way you can determine whether there is any uneven movement or, more importantly, asymmetrical operation of the slats.
If you're really keen, you could film either the cockpit controls or the rudder (ailerons already being in view of a camera filming the slats) to check for unconsious/inadvertant control inputs. Mind you, I'm not sure where you would put a camera to see the rudder from a Socata cockpit!

Obviously if you can assess the slat synchronisation visually, without cameras, do that first!

Oh, and obviously, while you are investigating this issue, DO NOT let yourself get into the same situation as before. So make sure the aircraft is fully settled in the approach configuration (slats extended, flaps extended, power properly set for flight in that envelope) before you descend below the altitude from which you can safely recover from a wing drop. If at all possible, try to avoid having to make turns once below that altitude, so try to fly a long final, traffic permitting. An ILS-like profile, where you are in the landing configuration and at a reasonable approach speed, 6 nm/2000' out, would be ideal.

I'm not sure I see the relevance of being at 2000ft and 6nm from the threshold in a Rallye. In fact, it seems like a very poor idea, as with slats out, flaps down and any sort of headwind you could be on final for about eight minutes!

Legend has it that ace French test pilot Maurice Seree once got a Rallye to go backwards at a particularly windy Biggin Air Fair...

That sounds perfectly plausible to me Treaders!

It's my first plane guys. I know she's not a rocket ship but I'm proud of her despite her issues. Be sensitive ;)

They are lovely aeroplanes. You have time to watch the world go by underneath. I had a flight in one many years ago and have a mutual acquaintance with the owner of one of the older examples on the UK register - hoping for a ride, it's an old friend from my spotting and spotty school days!

Hope you sort the slats out without much bother.

They are very good aeroplanes. Rugged, good visibility, great load carriers and forgive much. Even their best friend wouldn't accuse them off being fast or light on the controls. BTW, slats extend around 110 kph. I've usually got full flap and engine to idle by then. It will probably make a slight difference to slat extension speed but I've never bothered to look. Do your own conversion to your preferred units. Then just fly enough nose up that they don't retract again until you are ready to round out. Close your eyes and pull hard. Return for the next glider while opening the canopy for a breath of air, setting flaps to half and doing whatever you need to with the fiddly bits.
maybe don't do that if it's not flying right though.....
Seriously, if it rolls into a turn at 70 knots something is very wrong. Where are you based? I fancy a bit of a cross country with the not a Cub.

Dear PC. Based in HK It's a great place to aviate. I'm amazed at the helpful contributions to my initial post from your good self and fellow GA pilots. If you are ever down and South East, pls. drop me a PM. Best, SSS

I would agree 100% with the above.
I logged lots of flight time on type, both flying and instructing, and the stall characteristics are quite benign. Nice safe draggy little airplane. Very good for short landings.
BTW, according to the flight manual, you should not turn final much under 70 kt.

The slats usually open in short final.
Not sure I can post pictures or links to the flight manual

Yes. My POH says turn final @ 70. I'll post here when I know more. Thanks, everyone.

70 knots for the final turn sounds right for max weight. A bit less solo and half tanks. Should be nowhere near the stall at that, so I'm coming round to the idea of an asi problem. Though I would definitely look for something bent as well, as they are (should be) very docile at the stall. What does the attitude look like?: And is the stick close to the back stop? Hong Kong is a wee bit far to come and take a look, sorry.