The Cherokee 6 has a 4-tank system. Bonanza has 2 tanks but can be fitted with tips. Aztec has 4 tanks but all of them are 'mains' & are useable in all flight conditions, unlike many other multiple tanks systems.
C310/402 has one of the more complicated systems: Each wing has...
'main': must be used for take-off & landing etc
'auxillary' : of which there were two size options that could have been fitted, only useable in level flight AND the one on the engine failure side becomes unuseable ie dead weight - it can't be x-fed. Must use 30mins (or 60mins if large aux's) from the mains before selecting auxilliaries.
Optional 'slipper tanks' behind the firewall(s). Can be none, one or two fitted to the aircraft. Must be pumped into the same side main to be used. At least they remain useable for x-feeding. As long as the transfer pumps work...
It meant that for max range flying you would have to check that the slipper X-fer pumps worked as soon as space was available in the mains (watch for a quantity rise in the relevent tank) then burn from the aux's when space became available, then back to mains, burn an hour then switch on the slipper's transfer pump(s). Aux's burnt before slippers because they become dead weight if the same side donk stops.
Aerostar was simpler but still had its traps: A belly tank that both engines fed from + a wing tank for each engine. Normally each engine fed from both the belly & its wing. Only the belly was guaranteed to maintain a fuel supply so it was essential to ensure it wouldn't run dry. X-feed would cause the engine to only feed from the opposite wing so a double x-feed could be used (in cruise) to preserve belly tank fuel.