I don't know, it seems like they could make it longer

Tricky parts is the turbine is not supposed to switch fuel tanks. When O&N converted a couple 340s to twin Allison turbines they modified the aux tanks to continually refill the tips (mains) or the tips drain into the aux always I forget which it was.
Then if you have locker tanks you can refill the tips but not feed directly from them like normal. The tricky part is tip tank Cessnas usually feed directly from the mains or aux tanks when selected.

Then there is the left right tank issue for a single turbine. Maybe header tank in the nose supplying the engine?

I wonder if the engine beam torque on the wing structure was figured into twisting moment during a High positive G event. Without the engines twisting the wing leading edge down is the spar strong enough?

Makes me wonder about the prop blade pulse frequency on the horizontal tail and the Conquest having dihedral horizontal tail vs the 421 does not. 441 having debonding issues of the tail also.

There are a lot of things to consider beyond bolting it on.

I should have worded that differently. Automatic switching of tanks is fine but there is usually a header tank in the system to allow warning if the switch does not occur. Converting a light piston single or twin with a fuel system which needs the pilot to manually switch tanks last I knew was not allowed for a certified "light airplane". Aux tanks can gravity feed or be pumped in to refill the mains but you're always feeding the engine / engines from the main tank or large header tank. Or cross feed capability in a twin but is it direct cross feed or refilling the

I am curious about the B-52, did the fuel system automatically select the fuselage tanks or drop tanks to refill the wing tanks directly feeding each engine? Single fuel totalizer in the instrument panel lower center and a fuel flow meter for each engine. Did the engines ever fed directly from any other tanks? I would imagine some cross feed capability is there?