Perhaps stating the obvious, but as a newbie PPL I found the flap system on the C150 quite nasty, whereas on the 152 it’s simplicity itself.
Compare setting approach flap on base leg for instance; on the 152 you would confirm white arc speed, move the flap lever to the 20 degree position, and that’s it – a few seconds work at most, then back to the ASI and looking out of the window.
On the 150 you have to operate (and hold) the flap toggle with your right hand, then monitor the flap position indicator to your left, ensuring that you stop the flaps travelling at 20 degrees. It’s a fiddly procedure which draws attention away from monitoring airspeed and traffic at a critical stage of flight. It’s not difficult to imagine a scenario where a low-hours pilot becomes distracted while operating the flaps, lets the airspeed get a little low, realises they’ve continued a little too far on base, turns final a bit late, tightens the turn . . .
I think it’s a nasty little ‘gotcha’ that is waiting to trap the unwary, and may go some way to explaining the difference in stall/spin statistics between the two types.
Are these stall/spin crashes concentrated in one particular phase of flight?