I spent my military time as a turbine engine mechanic and have witnessed compressor stalls in full scale aircraft(US ARMY Heli's). A turbine engine is a precarious balancing act of RPM/temperature/pressure that has to be maintained within tight parameters or you can get a compressor stall. In the case of the full scale aircraft this is done electro-mechanically with ECU and/or a mechanical fuel control, depending on the vintage and type of the engine we are talking about.

Essentially a compressor stall occurs when the combustor pressure rises beyond that being created by the compressor (cold)section of the engine. Since the internal pressure is always attempting to find it's way out of the engine and when everything is working properly it exits to the rear. If, for any reason, the pressure in the combustor(hot) section rises beyond that being created by the compressor you get a pressure reversion that flows backward toward the spinning compressor(rear to front of the engine). Since these engines are designed to flow in one direction only, inlet to exhaust nozzle, the reversed flow of air essentially acts like a brake and tries to stop(stall) the spinning compressor. Now when you consider that these compressors are spinning upward of 120,000 rpm you can imagine the catastrophic results that can take place when such things happen.

Stalls usually occur when throttling up quickly or rolling off the throttle quickly. In full scale aircraft the causes can be many but usually are the result of an improper rigging of the inlet or variable stator vane systems, cold section bleed bands that don't open at the right time, a mechanical or electrical fuel control unit that is damaged or out of adjustment or, in many cases, erosion of the compressor blades/vanes that leads to improper(too loose) tolerance of the parts which results in a drastic drop in efficiency(reduced airflow and pressure). Erosion is caused by dirt and debris ingestion(FOD) and can literally thin blades or in some severe cases literally roll the metal back on the leading edge of the blades destroying their aerodynamic properties. In some cases I have seen air density cause stalls when the engines was improperly rigged, ran fine in cold air but stalled in hot(thin) air.

In the case of model turbines these are basically smaller versions of the old 50's era centrifugal engines(think F-86 or Mig-15). These engines are essentially 2 impellers mounted back to back and connected together on the same shaft. The front impeller draws in air and spins it outward at a 90 degree angle into a duct called a scroll. It's the centrifugal force that is imparted to the air that results in a pressure rise. Next this compressed air is directed into the combustion chamber where the fuel is injected and ignited, once the burning process begins it is self sustaining and will burn as long as there is fuel to feed the flame, much like a blow torch. The gasses created by the burning process expand and are directed onto the aft impeller which causes it to rotate, think of a child's pinwheel and you will have the idea. The rotation of the aft (power turbine) drives the forward (compressor turbine). An interesting fact that most people are not aware of is that turbine engines use 70% of the power that they make simply to sustain their own operation, the remaining 30% is what we see as thrust or horsepower that turns a shaft in the case of turbo-shaft engines.

Things I witnessed when full scale turbines stalled were broken and burned internal parts in the compressor and power turbine sections, 20-30 foot long flames shooting out of the back(usually) or the front of the engine in some cases. In all cases the engines would make a loud banging noise, imagine the sound a machine gun makes but much louder and deeper in tone. In some cases the stalls were so severed that the engines failed completely and essentially came apart with catastrophic results. Have you ever noticed that in pictures of older full scale jets like the F-4 or F-105(among others) that there is a red stripe painted around the fuse about 2/3rd's of the way back on the airframe? What that line signifies is where the turbine wheels will leave the airframe should a catastrophic failure occur. All personnel are trained to never stand beside the aircraft on either side next to that line while the engines are running for up to a 100 feet(or more) from the aircraft. where turbines are concerned you are safer standing in front of or behind the aircraft than beside it.

I'm not sure this will answer your question but it should be informative to those who have heard the term compressor stall but had no idea what it meant.