Own good.

https://politicrossing.com/too-tired-for-your-own-good/

Overshot airport by 150 miles. 

"the proportion of accidents associated with pilots having longer duty periods is higher than the proportion of longer duty periods for all pilots. For 10– 12 hours of duty time, the proportion of accident pilots with this length of duty period is 1.7 times as large as for all pilots. For pilots with 13 or more hours of duty, the proportion of accident pilot duty periods is over five and a half times as high."

https://www.eurocockpit.be/sites/default/files/Goode-2003.pdf

6. Conclusion There is a discernible pattern of increased probability of an accident the greater the hours of duty time for commercial aircraft pilots in the United States. Although the empirical analysis reported above notes that pilot scheduling was not a factor in all of these accidents, it does point to increased risk of accidents with increased duty time and cumulative duty time. The analysis does not indicate any discontinuity at a specific duty time such that it would point to exactly where risk increases significantly. Rather, the data show a relatively constant increase with increased length of work periods. In light of the above, the analysis suggests that establishing limits on duty time for commercial pilots would reduce risk.

But, if you have any accidents directly related to duty day proples in 121, simply cite them.   Are there any that YOU know of?

... rest requirements.   Wasn't a regulatory failure, but a failure-to-follow-the-regulatory failure.   The two examples you gave had the common demoninator beign the FO was a female, however.

Again, looking for Part 135 accidents that were attributed duty day/rest factors.

Thanks for your contribution, but not germane

Nearly 75% of all accidents have as a main contributing factor, low standards.

The other 25% involves extremely low standards.

DO THE MATH.

12 is the correct answer

Buffalo New York... 

Nothing in the NTSB report showed any violation of crew duty day, or justified it's fatigue conclusion.  Even Chairman Sumwalt dissented with that conclusion:

However, Vice Chairman Christopher A. Hart and Board Member Robert L. Sumwalt III dissented on the inclusion of fatigue as a contributing factor, on the grounds that evidence was insufficient to support such a conclusion. Notably, the same kind of pilot errors and standard operating procedure violations had been found in other accidents where fatigue was not a factor.^{[3]: 171–173}

To state that fatigue was a contributing factor, and thus part of the probable cause, would be inconsistent with the above finding and would, therefore, disrupt this flow of logic. I did not feel, therefore – nor did the board's majority – that we had sufficient information or evidence to conclude that fatigue should be part of the probable cause of this accident.^{[3]: 171–173}

UPS Flight 1354

The National Transportation Safety Board determines that the probable cause of this accident was (along with other items) snip..... the captain’s performance deficiencies likely due to factors including, but not limited to, fatigue, distraction, or confusion, consistent with performance deficiencies exhibited during training; and (6) the first officer’s fatigue due to acute sleep loss resulting from her ineffective off-duty time management and circadian factors....../unsnip

They didn't have to dig deep to see the cellphone/tablet usage

Overflew their destination by 150 miles.

cost is from historical problems with pilot fatigue.  Personally I think duty of 12 hours is the best limit but can be awkward to implement.

than you.

Policy for fatigue. ANY amount can be dangerous. Pilots should NEVER fly when exhausted. NOTC2464. If they can't find any other causal factor for an accident/incident, fatigue will be cited.

There was no evidence to support their claim. It would have been IMPOSSIBLE for both pilots to miss that many ATC calls without them both being asleep. They were tired, fatigued, against biorhythm, and ASLEEP. They were very lucky to not have lost every life on board.

Not if they had the wrong frequency tuned in, and they were both busy arguing about union stuff.   Seems a "we fell asleep because our schedules were gruesome and we were fatigues" would have been the easy/best answer.   INstead, they insisted they weren't asleep, and were on the wrong frequency while "reviewing" their flight schedule bidding process.   And, ironically, the CVR didn't have any history on the loop because the microphone must have "malfunctioned".

This is hardly a case for fatigue, hardly an accident, and hardly Part 135.

Airspace? If you have, you would know there is no way in heaven or earth that both pilots could miss all the calls that would be transmitted. EXCEPT for being asleep. No way they were on the wrong frequency. If you check in with no reply, you are supposed to go to prior frequency. You obviously don't know any of that, so you really shouldn't be speculating. They were 100% asleep. They tried the checking schedules lie because they thought ALPA could get them out of that easier than being asleep, which would have been a complete dereliction of duty.

But if you read the original post, the OP doesn't specify HELICOPTERS. Besides, if it is dangerous in a fixed wing, chances are a cinch that it's even more dangerous in a helicopter. Just as it is in this example. 

.. you have any??   Are there any??  Can you cite any??   So far, all that was cited were Part 121 operations, not related to DUTY/REST problems

This example has nothing to do with REST, nothing to do with DUTY, and nothing to do with PART 135

Thread is a lot of evidence to support the fact that fatigue is detrimental to safety. Crew rest and duty time limits are designed to minimize this danger. You have found no evidence to the contrary. And you have presented none. You should probably modify your thesis.

Share your opinion that you are trying to validate. Then you might gain some cooperation to legitimize your opinion.