Narrative:

I was captain on airline flight from honolulu to nagoya, japan. We departed the blocks at XA07 hst with 141 passenger and 11 crew members on board. During flight preparation, I noted that #2 engine bleed (pneumatic supply) was disabled due to low pressure and temperature output. Aside from that, all was normal on departure, save a mild overtemp (egt) of #2 engine on takeoff. Passing about 15000 ft on climb, we noted #2 'a' fire warning system flickering. Switching, we found 'B' system inoperative, and we were forced to perform the engine fire procedure. With #2 engine shut down, we declared an emergency, dumped fuel and obtained ZHN (126.5) clearance to return to hnl. On the approach, we discovered that our ILS was inoperative, and we were vectored to a visual to runway 8L at hnl, which we could easily see from 20 mi west. Thus, we were visually lined up on the runway 8L and descending at 300 ft/mi at about 180 KIAS on our 2 engine approach. Approaching barber's point approach control called traffic at 11 - 12 O'clock. At about the same time, our TCASII showed traffic at about the same position, 700 ft below us, and 4 mi ahead. The traffic being difficult to spot, and dangerously close to our position and altitude, I leveled the aircraft at 3600 ft to 3700 ft and turned off course south (as approach control also gave us that same turn). We finally spotted the traffic at our 10 O'clock, 1/2 - 1 mi, 200 ft below us. (It was a single engine hi-wing, white aircraft.) to me, the aircraft appeared to be in the ILS approach corridor, and out of contact with any controling agency. After passing the traffic, we recovered from our evasive maneuver and landed normally. I suspect that the conflict was a VFR. 'Kahc point' departure (to kauai?) or possibly just a sight-seeing trip. Possibly, VFR procedures at hnl need examination, or a redefinition of the class 'B' boundary. Could this count as a 6 month check ride?

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Original NASA ASRS Text

Title: WDB HAS ENG FIRE WARNING ACTIVATE ON CLBOUT. ENG SHUTDOWN, RETURN LAND.

Narrative: I WAS CAPT ON AIRLINE FLT FROM HONOLULU TO NAGOYA, JAPAN. WE DEPARTED THE BLOCKS AT XA07 HST WITH 141 PAX AND 11 CREW MEMBERS ON BOARD. DURING FLT PREPARATION, I NOTED THAT #2 ENG BLEED (PNEUMATIC SUPPLY) WAS DISABLED DUE TO LOW PRESSURE AND TEMP OUTPUT. ASIDE FROM THAT, ALL WAS NORMAL ON DEP, SAVE A MILD OVERTEMP (EGT) OF #2 ENG ON TKOF. PASSING ABOUT 15000 FT ON CLB, WE NOTED #2 'A' FIRE WARNING SYS FLICKERING. SWITCHING, WE FOUND 'B' SYS INOP, AND WE WERE FORCED TO PERFORM THE ENG FIRE PROC. WITH #2 ENG SHUT DOWN, WE DECLARED AN EMER, DUMPED FUEL AND OBTAINED ZHN (126.5) CLRNC TO RETURN TO HNL. ON THE APCH, WE DISCOVERED THAT OUR ILS WAS INOP, AND WE WERE VECTORED TO A VISUAL TO RWY 8L AT HNL, WHICH WE COULD EASILY SEE FROM 20 MI W. THUS, WE WERE VISUALLY LINED UP ON THE RWY 8L AND DSNDING AT 300 FT/MI AT ABOUT 180 KIAS ON OUR 2 ENG APCH. APCHING BARBER'S POINT APCH CTL CALLED TFC AT 11 - 12 O'CLOCK. AT ABOUT THE SAME TIME, OUR TCASII SHOWED TFC AT ABOUT THE SAME POS, 700 FT BELOW US, AND 4 MI AHEAD. THE TFC BEING DIFFICULT TO SPOT, AND DANGEROUSLY CLOSE TO OUR POS AND ALT, I LEVELED THE ACFT AT 3600 FT TO 3700 FT AND TURNED OFF COURSE S (AS APCH CTL ALSO GAVE US THAT SAME TURN). WE FINALLY SPOTTED THE TFC AT OUR 10 O'CLOCK, 1/2 - 1 MI, 200 FT BELOW US. (IT WAS A SINGLE ENG HI-WING, WHITE ACFT.) TO ME, THE ACFT APPEARED TO BE IN THE ILS APCH CORRIDOR, AND OUT OF CONTACT WITH ANY CTLING AGENCY. AFTER PASSING THE TFC, WE RECOVERED FROM OUR EVASIVE MANEUVER AND LANDED NORMALLY. I SUSPECT THAT THE CONFLICT WAS A VFR. 'KAHC POINT' DEP (TO KAUAI?) OR POSSIBLY JUST A SIGHT-SEEING TRIP. POSSIBLY, VFR PROCS AT HNL NEED EXAMINATION, OR A REDEFINITION OF THE CLASS 'B' BOUNDARY. COULD THIS COUNT AS A 6 MONTH CHK RIDE?

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.