Pull what... you're correct. If you banked the airplane and let go, essentially the stall speed would remain the same. But if you were now to pull back and stall the airplane (after having put it in a 60 degree bank and let the nose drop) you'd notice that you'd stall at a higher speed. That's just because you had to increase the G loading to slow it down, which is essentially directly correlated to the stall speed.
Pilot DAR...
My understanding is that a change in stall speed is affected by a change in weight (and therefore G loading) with all other things (configuration) being equal. If you have a wing at a higher angle of attack, it might be closer to stalling in terms of slowing down faster, and perhaps likely to stall before the other wing is things are not symetrical, but not at a higher speed.
For what ever reason, the angle of attack is higher because the wing/airplane requires more lift at the speed that it's at. If it's at a higher weight or in a turn or pulling out from a dive, it will require a higher amount of lift and therefore a higher angle of attack. If, for whatever reason, the angle of attack is higher for a given condition, the stall speed will be higher than the 1G stall speed.
Say the critical AOA is 16 and current AOA is 8. Assuming that the Cl is linear up until the critical AOA I'll say that each degree of AOA is equal to 5 knots, meaning that if I want to balance the lift and decrease the AOA by 1, I need to increase speed by 5. In the lift equation, V is squared but I'm going to ignore that for now as it doesn't change the outcome of this thought experiment. So, if I add weight, for the same speed I need to increase the angle of attack. Now let's say the current AOA is at 12. I only need to slow down 20 knots (4 degrees AOA) to get to the stall now. At the original weight and AOA of 8, I needed to slow down 40 knots (8 degrees AOA) to get to the stall. In a turn, it's the same. I need to increase lift to stay in a level turn so instead of increasing speed, I increase angle of attack and that in turn will increase my stall speed.
Another way to 'visualize' this is to study how turbulent the airflow is over the wing. Obviously, you'd need a windtunnel of some sort to do this. But I could tell you when the wing was going to stall without knowing the AOA. The benefit here is that I could still tell you when the wing will stall when it's covered in a bit of ice or in a lot of ice. Essentially, the AOA is just a crude measurement of what the air is doing over the wing. Just like ice or other factors will change the critical AOA and current AOA, different G loading will change the stall speed and such. They're all related.
Correct me if I'm wrong, but the stall speed for a 1.5 G wings level pull up, during which we will presume that both wings stalled at the same time, will be the same speed as a stall in a turn (climbing dscending not a factor) at 1.5G. Just in the 1.5G turn there is a possiblity of the outer wing stallling before the inner - yet at the same speed as the pullup.
Check out this:
Roll-Wise Torque Budget [Ch. 9 of See How It Flies]
If the wings do not stall together, the first wing to stall, will define the stall as having happened, and the speed can be observed.
As far as I know, that's the regulation for flight testing aircraft for the stall but that doesn't mean that both wings have stalled.
Here is the military regulation:
“The stall speed (equivalent airspeed) at 1 g normal to the flight path is the highest of the following:
1. The speed for steady straight flight at CLmax (the first local maximum of lift coefficient versus α which occurs as CL is increased from zero).
2. The speed at which uncommanded pitching, rolling, or yawing occurs.
3. The speed at which intolerable buffet or structural vibration is encountered."
MIL-STD-1797A