Did you see the cool off procedure posted on TBMOPA forum?
Using a modified leaf blower and a cowl scoop foam insert with a hole, a 2 minute run of cool air substantially lowered temperatures post shut down, allowing for a quick turn without motoring.
A large drop in temps was followed by a steady rise post blowing, the temps remained below the cooling achieved by motoring.
I thought it was a great idea. The author backed up the data with temp/time graphs.
Several responders questioned the viability of carrying a lithium leaf blower or small gas engine in the plane.
If the Pilatus can haul a pair of fueled up motorcycles, I doubt a quart of engine fuel in a metal can and an empty gas leaf blower would pose a problem.
Not sure about lithium ion batteries but the mfgrs. claim them to be stable.
Fireproof battery bags are available if one was extra careful.

You’re bringing back nightmares for me of the Pond Racer.
The crew would travel in an A-26 Invader with 2 stroke leaf blowers. The PR was so tightly cowled that turbos would over heat on shut down and coke up seals. So on shut down weed wacker leaf blowers would blow air into the cowls as others would use Makita screwdrivers to remove the top carbon fiber cowls, held on by some 50 screws. This was a Twin so your doing 2 sides. Meanwhile the coolant gets hot so the pop off outlet was an area to lean away from as they will squirt some hot liquid out at some point.
Ain’t Air Racing so much fun!

Motor:
After going thru the normal shutdown routine, while still windmilling turn on starter No fuel, time no more than 30 seconds, or stop at 120C on temp.

You’re bringing back nightmares for me of the Pond Racer.
The crew would travel in an A-26 Invader with 2 stroke leaf blowers. The PR was so tightly cowled that turbos would over heat on shut down and coke up seals. So on shut down weed wacker leaf blowers would blow air into the cowls as others would use Makita screwdrivers to remove the top carbon fiber cowls, held on by some 50 screws. This was a Twin so your doing 2 sides. Meanwhile the coolant gets hot so the pop off outlet was an area to lean away from as they will squirt some hot liquid out at some point.
Ain’t Air Racing so much fun!

I guess I’m just lucky. I motor watching the clock and ITT. If the ITT drops below 150 within 30 seconds, which it always does, I introduce fuel. I never get an ITT rise past about 770.

I had a quick turn today at KABQ. They had the fuel truck pumping within 5 minutes of shutdown. It was 60 degrees and when I was ready to start 20 minutes later residual ITT was 244. I motored 30 seconds to 140 degrees and introduced fuel. ITT peaked at 744 before retreating. This was with the IS on. Pretty typical even when hotter OAT.

I had a quick turn today at KABQ. They had the fuel truck pumping within 5 minutes of shutdown. It was 60 degrees and when I was ready to start 20 minutes later residual ITT was 244. I motored 30 seconds to 140 degrees and introduced fuel. ITT peaked at 744 before retreating. This was with the IS on. Pretty typical even when hotter OAT.

True start limit is actually 1000C for 5 sec max on the -66D.
870 for 20 sec max.

I had a quick turn today at KABQ. They had the fuel truck pumping within 5 minutes of shutdown. It was 60 degrees and when I was ready to start 20 minutes later residual ITT was 244. I motored 30 seconds to 140 degrees and introduced fuel. ITT peaked at 744 before retreating. This was with the IS on. Pretty typical even when hotter OAT.