Surely the 509 requirement for an engine re-start would be met during the m/e part of the syllabus.
I also think that there is an acceptance issue here. If the shutting down of an engine on a single were to become an accepted exercise - on an FI course only or all licences, it would occur more often, and maybe not under ideal, supervised conditions. There's always some nugget who'll push it just too far and end up a statistic.
When shutting down and engine the Seneca checklist requires that cowl flaps are set to closed on the shut down engine in order to slow down engine cooling. I'm no engineer but on some of the simpler (non-cowl-flapped) s/e types aren't we running into the area of shock cooling, a bad habit we normally try to knock out of our students. Hmmmmm, maltreating the donkey too.
I also still think, in UK certainly, that no matter how ideal the situation, you can't account for the unplannable; such as ATZ-busting, conflicting traffic and you've got no options. He may have right of way but he doesn't know you're a glider (not that he'd probably care anyway).
The whole exercise should be the subject of a (thorough) ground briefing and then practiced possibly in a procedures trainer and/or touch drill in the air. Save the actual restart for if it's actually required.
The spin requirement was removed from the UK PPL syllabus because it was causing more accidents than it prevented. If in-flight re-starts were to become an accepted exercise I think there would be a similar correlation.
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Get there eventually
[This message has been edited by climbs like a dog (edited 23 September 1999).]