After reading a good many posts here about tip stall there appears to be some misunderstanding of what really occurs, or what is thought to occur in such a stall.

We all should know that there a number of factors that can be involved to cause the tip stall often called a snap which most often occurs when our models are on approach, or a turn to final. There are also other regimes of flight where the same can occur even at higher speeds called an accelerated stall where drag exceeds lift available. Stalls can and will occur in very high G turns at any airspeed at any aircraft attitude.

Since there are many factors in stalls here are some thoughts with a link to provide additional information which should give you more insight into the aerodynamic principles involved.

With that said...........

If you are making a level turn to final approach as the angle of bank increases so does the "G" loading on the airplane requiring more lift to support flight. A level 45 degree turn has a loading of 1.41 G's, or a level 60 degree turn - 2 G's . This means if your airplane weighs 10 pounds in a 60 degree bank the wing now has to support 20 pounds of effective weight with requires more airspeed in order to support the induced weight.

If your airplane gets too slow in the turn a stall will occur and if the upper wing stalls first a snap like action will occur when the lower wing (still flying) goes over the top. The same can happen if your airplane gets too slow on an essentially straight in approach if one wing stalls before the other causing the stall not to be straight ahead. Since we do not have the advantage of being inside the aircraft with a method of knowing if the airplane is in coordinated flight one wing will most often stall first.

Here is a link with a lot of good information to review there is a lot of good information that may save you a crash.

http://selair.selkirk.bc.ca/Training...mics/turns.htm