Turn dynamics

Hi there,

Whoa! It's been a couple of years since I've posted on here. In fact,
looking through some of my previous threads, I was quite the confused
boy back then....and, in a moment of reflection, I've managed to come
up with a topically-similar inquiry. I read through all my old posts
and I couldn't quite get my hands on a definitive answer. So here it
is...

Suppose you're flying trimmed at 100 knots in your Cessna 172, straight
and level, on the front side of the power curve. You enter a 60 deg.
bank that doubles your load factor. Your lift requirement doubles.
Further suppose your goal is to maintain altitude in this turn. To
meet achieve twice the lift, you pull back on the stick to augment the
angle of attack, maintaining airspeed. Everything's good so far? The
up/down forces are balanced. Let's look at drag now.

Banking at 60 deg. and thus pulling 2 g's has shifted every point on
the power required vs. airspeed to the right and up.

Recall that in this scenario, the airspeed has NOT changed. We've only
increased the angle of attack as required, to get twice the lift.

1st question: Is the problem setup flawed? If so, please tell me. I
haven't flown in years

2nd question: In the turn, my (L/D)max airspeed has increased by 41%
(sqrt 2) as the (L/D)max airspeed point for the 1g condition has
shifted to a higher airspeed for the 2g condition. Given this
scenario, the airplane in question, and the fact that my airspeed has
NOT changed, am I likely to find myself flying on the FRONT or BACK
side of the power curve in this constant-airspeed turn? What is your
rationale?

3rd question: Given this scenario and the airplane in question, is it
likely that at that same airspeed, the drag and power required at 2g
are HIGHER than at the 1g condition? Why?

4th question: If the answer to (3) is yes, is throttling up the only
way of maintaining altitude in this turn?

5th question: Further to question 4, suppose that I am already at full
throttle, unable to increase thrust, and wish to maintain altitude.
The only remaining variable that I can change is airspeed via yoke
position, by pulling or pushing. Would you agree that I would have to
push on the yoke to maintain altitude if I was on the backside of the
2g power curve and pull on the yoke to maintain altitude if I was on
the front side of 2g power curve? Does it seem counterintuitive to
push on the yoke to maintain altitude in a turn? Something sounds
fishy.

Thanks for any insight.
Alex