Captain......
Yep there is a loss due to differential Piston size...Retract uses more fluid then extend and you r right in stating there is no evidence of transfer due to the "Resivoir overflow" being in the airstream.(double pipe drain behind the wheel well the other is or the APU supply line couplers) The tell tale "dolls eye"is in the forward electronics bay,right hand side, front one for LGTV operation ..

I have'nt read this thread completely, so the answer may already be posted for the LGTU problem. Pilots of 737NG aircraft, behind the Captain on the P18 Panel find " RUN/PWR " ( ENGINE 1 ) circuit breaker and trip it. If the LG lever is in the up position and System A hyd system has failed this will bring the gear up. Try it the sim.

Well let me say, if SYS A has failed then FIRST you should not put the gear dn until you a very sure of a landing.
Second, now if you have further bad luck and have to go around, on 2 engines with the gear dn, its not so critical. The aircraft will still climb to above the lowest safe in any case.
Now if engine 1 failes in the climb, you can retract the gear.
If its NOT your day, and engine 2 fails, then there is no way of retracting the gear.

My advice as a Captain on the B737 is: if after go-around, you still have plenty of EXTRA FUEL, then dont touch anything. ( Dont play around with CBs and shuting down engines, for various reasons), just continue to your closest ALT where the weather is good, with the gear dn and 2 engines running, especially if the ALT is very close by.

OK! Can we summarise? Assuming most of the 737s in service now are EFIS, some EIS, some 'trad' displays, is it a N1 CB or shut down the motor?

So on a 300 onwards, what's wrong with this Run/power (Engine 1) CB then?