Actually the 737-800 handles PHNL or any of the island airports quite well and full tanks are not generally required. The 737 in ETOPS opeartions needs to have the APU running from the ETOPS Entry Point to the Exit Point and that fuel burn is part of the ETOPS flight plan. The biggets question is, do you start it and leave it running at the gate, or start it just prior to the Entry point only to find out that it won't start, thus causing a turn back.
I seem to recall that both the DC10-10 and the L1011-1 used a 2EO ETP, not a simple loss of one engine, combined with the decopmpression. Also there were weights that could cause you to dump fuel during the driftdown to somewhere around 6000' ASL, and then as your weight decreased, climbing back up to 10,000 for the balance of the trip. Kinda hairy!
You would be surprised how many Boeing aircarft have higher burns at 10,000 with 2 engines running than at 10,000 with 1EO thus making the simple loss of pressurization the #1 Critical Fuel Scenario.