150-152
Depending on which model 150 yoy are talking about there is little difference except 40 vs 30 degrees and Lycoming O-235 vs Continental O-200 engines.
On the M model 150's the flap controls are exactly like the 152 except the travel was restricted to 30 degrees.
They are bith preselector controls. The flap indicators were different for earlier aircraft with the switch you held dow for the amount of flap you wanted.
A major difference is with the last 10 degrees of travel the pitching moment of the nose was heavier and if you were unwary you could drop the airspeed too low pretty easily if you didn't retrim or push the nose down to compensate. It's a lot like flying an airplane.
As far as being dangerous that depends on if you have an instructor that teaches you how to fly or if you just blunder around in the sky.
I prefer manual flaps, but either is OK. The airplane is what it is and the pilot must control it as necessary.
I have had probably 7 or 8 Cessna 150's over the years of many different models. I prefer the M's but the L are OK too. All are very similar and depend on the condition of an individual example more than the model.
The 152's are not bad airplanes, but in my mind the main reason for their existance is Cessna is owned by the Textron company as is lycoming. The O-235 was supposed to work with LL100 better than the O-200, but that didn't prove to be the case. The 152 may have slightly better rate of climb, but again it depends more on the particular example.
Competitors who operated the 152's and bad mouthed my 150's spent more timew in my hangar having their plugs cleaned so they could go home than mine ever did (never).
You pays your money and takes your choice. Stall / spins happen because of poor training. The flap switch has nothing to do with it.