I can't resist...
I would like to fly with that instructor. One of us is going to learn something. The word "Instructor" attached to a person's flying license does little to give me confidence that the person has any super pilot skills. They may, they may not. "Instructor" has little to do with it.
A long time ago I had occasion to give an instructor a ride home in my Cessna 150. The instructor was on edge from the very beginning, as I was and am only a Private Pilot, surely he was extending himself beyond his comfort level letting me fly (my plane). What made it worse, there are no right side controls in my plane, all he could do was sit - helpless - Ha!
I told him, as we neared our destination, that I would be orbiting a feature on the ground for a minute, at a very slow speed, and did so. We were out of the airport traffic area, and well above 1000' AGL. I orbited. Ok, I tested his patience, I orbited really slowly. My STOL equipped 150 is capable of very slow airspeeds with 40 flap out. He said nothing. I landed. He lived, but still said nothing...
Days later his boss, for whom I regularly demonstrated STOL kit equipped Cessnas of all different models, said do you want to know what (instructor) said about you flying? I could not resist, what?... "what an idiot, he was flying around in circles, below stall speed!" The boss, himself a very skilled pilot, asked the instructor "if the plane was below stall speed, why did it not stall?" Super pilot had no answer for that. He moved on soon after. He forgot that wings don't stall at a speed, they stall at an angle of attack. I never commanded that angle of attack, until nearly touching the runway upon landing.
You will find that should you be permitted supervised flight into the realm between 1G and 0G, that the plane can be flown, and easily controlled at extremely slow speeds without stalling. This because it does not have the angle of attack, because at less than 1G it's not trying to create the same amount of lift. Please don't try this unsupervised, though I am confident that your instructor should be qualified to safely demonstrate this for you. Don't worry, the wings won't fold until you reach a negative G load of 1.52 X 1.5. You'll be sreaming "stop" long before that!
We can all learn from each other. If your instructor has all the answers, the group here can offer some new and interesting questions to challenge her.
Here's a small part of the applicable design standard for you to discuss with your instructor.
523.77 Balked Landing
(a) [Each normal, utility, and aerobatic category reciprocating engine-powered aeroplane of 6,000 pounds or less maximum weight must be able to maintain a steady gradient of climb at sea level of at least 3.3 percent with:
(1) [Takeoff power on each engine;
(2) [The landing gear extended;
(3) [ The wing flaps in the landing position, except that if the flaps may safely be retracted in two seconds or less without loss of altitude and without sudden changes of angle of attack, they may be retracted; and
[(4) A climb speed equal to VREF, as defined in 523.73(a).
Note the part where it says full flaps.
When I said stall warning, you thought stall. There is ample speed between the warning and the actual stall, and a landing can be safely made within that margin in any plane you'd be training in. Further to that, when I do the aforementioned balked landing (full flap overshoot) demonstration, I do it from a power off approach, add full power, and I'm content if the flaps stay at full until well iestablished in the climb. If I have just a little stall warning as I add full power and raise the nose, that's okay too, I know just where I am in the aircraft's lift drag relationship. I do not do these from the ground, but the design implication would be that you could if you had to. Yes, it is possible to take off with full flap, though nearly never an approved procedure in the flight manual, so don't do it.
I recently did an unexpected full flap, full power overshoot at 10' AGL in an amphibian very similar to a Lake amphibian - engine way up high. No problem, power full, control the plane, regard the pipping stall warning, and go around. They're designed to do that. In that plane, it's a required practice element for buggered up water landings.
You are being taught in a conservative and safe environment (I hope). As you gain experience, you will learn that planes can do a lot more than you think, and safely at that. A good read through FAA Part 23 (the origin of the passage above) is really worth the time. You'll come to know what you can expect the aircraft to be able to do to keep you safe.
On to the next commenter....
Pilot DAR