You're on the right track Yissht but not quite there. Most wings start as laminar like you say but there's a transition to turbulent. But the transition doesn't suddenly jump away in most cases. Instead it just stays as a thin turbulent layer.

On some wings where there's a funny pressure gradient change the laminar flow can suddenly separate from the surface instead of doing the usual conversion to turbulent flow. If this happens and it doesn't re-attach then it's a stall. But even then it's not what you think. During a stall the wing is still producing lift and it may or may not be as much as just before the sudden stall. However it also has a lot more drag than before and that slows the plane down and makes it lift less so it suddenly sufferes a rapid loss of lift until it can't fly and then it does the classic nose drop.

There's also another option that is far more common than a sudden laminar separation stall. This is where the laminar flow breaks away but then re-attaches further back and continues as the proper thin turbulent layer. However when this happens the separation bubble reduces the wing's lift and adds a lot of drag but the model will still fly. It just seems "doggy".

The various turbulator options of all sorts are intended to trip the laminar flow earlier before it has a chance to turn turbulent on its own. By using the trips to force it to go turbulent early you can often avoid the sudden separation bubbles and extend the higher lift coefficient flying up to the point where the normal stall finally happens. It's a trade off. You add a small amount of drag with the trip devices and earlier turbulent flow but you gain by extending the higher efficiency mode of airflow further into the low speed or high loading flight regimes. Like most things it's a trade off.