Howard,
It's been many decades since I had any formal study of the vectors involved, and then not at a college-math level...
IF the relationship between the lift and drag components stays the same, then their amplitudes change as the increase in lift for the path desired. If a greater lift component, then a greater drag component. Plots of CsubL v Alpha apparently stay linear over quite a bit of the range of AoA. So, at least initially, the model should slow significantly, no?
The drag component on the instantaneous tangents of the model's curved path in pitch is opposed to the thrust (or thrust plus KE) available to the model. That sound Kosher?
Fuel, being liquid, is restrained only by the tank shell, which is solidly attached to the model and decelerates with it due to rapidly increased maneuvering drag. It is not a steady-state condition, such as occurs in steady flight with no pitch accelerations. Similarly, when unloading from maneuver lift and drag, engine thrust re-accelerates the model. There may be a brief, more-or-less steady conditon in a sustained curving path in pitch - think consecutive rounds - where lift required is basically defined by the figure's radius and tilt, but also varies with the direction and the trig of line elevation regarding gravity's 1g.
Maneuvering-g component, "CF," and gravity's component define an instantaneous "local vertical" that would determine the fuel surface if it endured long enough. These are pretty short duration events; maybe the fuel never stops sloshing, except in low, level flight...?
Wacko? Off the mark? Waiting with 'baited' breath (just had a sardine sandwich...)