The first issue with airplanes is they are stupendously, freakishly light. Any random American freight diesel locomotive weighs more than a 747-400. Trains rely on this mass to provide the downforce to keep them engaged to the railhead.
So your vehicle would need to do something to replace this downforce; for instance have a tubular or I-beam rail which allows the train to grab the bottom of the rail; expect switches and special work to be complicated at that point, shifting an entire track instead of just small parts of it.
So while unloading weight off the rail only makes matters worse for track design, you're also paying for that lift with induced drag. In other words you're using a great deal more fuel (or electricity) to unload weight off the rail, when the rail really doesn't mind bearing weight.
In fact from an aviation perspective, the "induced drag" on a train can be approximated to zero, thanks to Mr. Babbitt (Mr. Timken's idea is worse for drag but better for reliability).
That's why good ole fashioned railroad just keeps winning the high-speed race (or coming too close to matter). The exact TGV train that ran 357 mph could be dropped onto a NYC subway branch in Brooklyn, interchange onto LIRR, come into Penn Station and the Amtrak Corridor, through the freight rail system to Detroit and run on Woodward Avenue Q-line, then to Long Beach CA and run on the Blue Line. The only thing I'm arm-waving is power supply, and curve and platform clearances on NYCTA. In fact, in 1993 Amtrak dragged an X2000 and ICE high-speed trainset all over America behind diesels. No wheel modification needed.
So while your idea has merit... once you get out the sharp pencil and really start optimizing for performance, you will find it best to forget wings and load full weight on the rail, and further, to optimize for Plain Old Railroad Track so you can just use existing rails to get downtown. Going with a wack-a-doodle guideway doesn't buy you much, and makes getting downtown a mega-project of biblical proportion all its own. Here:
The city of Victorville was selected as the location for the westernmost terminal since extending the train line farther into the Los Angeles basin through the Cajon Pass would be prohibitively expensive.
/facepalm... Cajon Pass is not a challenging hill for HSR. If they can't even handle that, they sure aren't getting into L.A. proper where all the connecting trains are. And L.A. is a piece of cake compared to a dense, old city like Paris or even Boston. This: This is the folly of a wack-a-doodle guideway. They finally retreated from that to a standard railroad design, so they could come downtown on shared rails.