This one comes up from time to time .... Polzin has the drift here I suggest.. part of the desirable upwards lift is used to offset the balancing tail downforce ... and it is for this reason that the AFM stall speeds are normally critical (ie maximum) and specified for the forward CG limit. . .. .I wouldn't worry about referring to the pilot training books which are more geared to giving a simplistic story .. try any of the standard undergraduate aerodynamics texts to get the tale from first principles .. if you fancy a little bit of maths. One text which is reasonably readable is Aircraft Performance, Cambridge Aerospace Series, Mair and Birdsall.. .. .It is relatively simple to show, using the principles of dimensional analysis that lift and drag are functions of incidence, Reynold's Number, and Mach Number. . .. .1G stall incidence (angle of attack ...whatever term turns you on) relates to CLmax which depends on ... .. .the normal things that all pilots know about .... .. .(a) total lift = weight (although the load factor reduces a little below 1.0 during the stall process). .(b) air density (an altitude consideration). This also is relevant when looking at ASI calibrations.. .(c) airspeed. .(d) a representative area, usually the wing. .. .plus the ones which tend to get lost in normal usage ... .. .(e) Reynold's Number (a fluid viscosity consideration). .(f) Mach Number (a compressiblity and shock flow separation consideration)