"...no Ng increase and no movement of the prop..." Interesting!
I am interested in the -114/-114A installation in the C208/208B.
If the prop was locked one could suspect a gear box or power section failure? Can you confirm Ng was 0% on the attempted re-start - in which case the gas generator was also stopped - a locked up power section should not stop the gas generator? CT Blade failure (if that were the cause) should still register an Ng increase on the attempted restart.
And the statistics above do not necessarily reflect on the Van reliability. There are a few stories in there ..... as you may well be aware.
Carrier, there may well be more to the Tasmanian incident as the ATSB report has not yet been released. It is fair to say, that not carrying out maintenance strictly in accordance with Cessna and P&W requirements may be reflecting in the engine failure rate. Personal experience confirms lack of daily compressor washes and on board ECTM monitoring equipment will inevitably result in premature engine failure. Conversely, the Van my son flies (for a Government Department) is maintained strictly by the book and the engine has never missed a beat in thousands of hours, mostly in very hostile environments.