ORIGINAL: darock
A wing stalls when the angle of airflow (attack) exceeds 16 degrees or so. This is speed independent.
Actually, different airfoils stall at different AOAs. The AOA is dependent on the airfoil. The symmetrical Eppler 168 stalls at roughly 8degrees according to the theoretische polaren chart in Eppler's book MTB1. E474 appears to stall in the same Reynolds number range at more than 10degrees.
Yes, the angle varies, which is why I added "or so". My point being that it is angle of attack, not airspeed that is directly involved in a stall
I honestly don't know why 'drag' is brought in as a factor by some in this discussion.
One reason might be that when airfoils stall, they don't suddenly lose lift, but they do suddenly gain a LOT more drag. At the stall, the increase in drag often has more effect than the decrease in lift that continues with further increases in AOA.
Well, the L/D certainly changes. I have found that a rearward CG leads to the most vicious stall.
Induced drag, is "induced" at low speeds, because the air starts to spill over at the wing tips, from the high pressure below, into the lower above.
Actually, induced drag is created at all speeds if the airfoil is not at the AOA at which that airfoil produces zero lift. If there is lift created, there is induced drag created. And the amount of induced drag is related to the lift being produced. And air spills over the wing tips at all speeds that our models fly. It may or may not spill more at different speeds. But it is induced in relation to the amount of lift being created.
As I mentioned, all three drag factors are at work, but induced starts to dominate at lower speeds. A heavier airplane needs more lift, which, as I mentioned increases 'spill over'
I'm sure that I simply misunderstood what you were saying, but felt the need to mention a couple of points.