Another comment on lift and drag.

It should be obvious that in level flight lift equalst weight, otherwise the plane would rise. As you go faster, the wing generates more lift, causing the pilot to trim the nose downwards, neutralizing the increased lift from the speed.

You may notice some overpowered trainers at your field. Check the elevators at neutral stick. They are probably trimmed down to compensate for the higher cruising speed.

In a full scale, the wing incidence is set for the most economical flight at cruise speed. In other words, at the cruise speed, the wing and fuselage will be level with the air flow for the least drag. If you fly faster than normal cruise, you will need to trim the nose down. Now the fuselage is presenting a larger cross section to the airflow, creating more drag.

The ideal solution to this is a swing wing airplane. Many years ago (in another lifetime) I flew the F-111. The normal cruise was .9 Mach. With a 26 degree wing angle, which was the nominal cruise wing position, the AOA was fairly large negative, I forget the actual amount. The fuel flow was right at 6000 lb/hr. Several of us started playing with the wing settings, finally arriving at close to a 50 deg. sweep. At this wing sweep, the AOA was close to neutral. You could hold .9 Mach at 4200 lb/hr fuel flow, a huge savings. This was, of course due to the drag reduction from the airframe meeting the relative wind at a more efficient angle.