For
general purposes, it is correct that if the propeller (metal) has stopped turning through no action of the pilot to stop it, don't concentrate on a restart, look for a place to land. I have stopped my C150 prop, but it was not easy. If metal has come adrift inside the engine, the starter is not going to be of any use!
That said, while doing un-feathering/restart evaulations of the Lycoming engine with the MT prop, in the DA 42 L360, I can tell you, that it was fairly easy to stop the prop (feathered or not), and un feathering did not cause it to windmill. A high speed dive did get it windmilling. Similarly, my evaluation of a Hoffmann 4 blade wood prop on the Scout suggested similar characteristics. On such installations, if I had let the engine stop, and thought that I had corrected the problem, I would be trying a restart.
A clip for you (and yes, I know it is feathered), but even with the outboard portions of the blades with a very favourable angle of incidence to encourage a windmill start, it was not a sure thing. The starter motor method worked very well!
Jims DAR Testing :: DA 42 L360 restart video by PilotDAR - Photobucket
With the popularity of the MT props (which is well desreved, in my opinion), it may more be the case where a stopped engine is worthy of an attempt to restart by starter motor.
As for setting up a gliding circuit, my practice, particularly after reading John Farley's excellent book, is to tend toward picking a landing sight nearer, and more straight ahead, and if possible flying a high, straight in approach, with lots of drag. I would much rather concentrate on configuration, drag management (side slipping), and glide path control, knowing I have good reserve, than to try to fly the perfectly configured glide, with half the circuit worried if I will really make the landing sight.
I do realize that this may conflict with convention methods, and I do not seek to challenge those time tested thecniques, but it works for me!