All the AF students at the FRS came from T-1s or T-38s with no UH-1 time.
C-12 is useful because of the whole fly higher and faster than a helicopter bit, so the training in mission planning helps a bit more coming from VT-35. On instruments, we are generally in airplane mode once 500 feet off the deck and we aren't bringing the nacelles up until 3 miles prior to the FAF. Even then, they're usually staying down at 60 degrees (~115 kts) even though we can easily fly approaches at category A-D speeds as desired. It's really about how fast you need to finish the approach. Faster approaches can be flown to a roll-on landing at a maximum of 88 knots, or we can do a hover/no-hover landing as needed.
Somewhat related curiosity question involving regular CONUS flying:
I was reading something (an online article I believe) where the Osprey has been changing a few things, such as an approach to landing.
You're on with the controller approaching the runway in an airplane-like manner when you request to land like a helicopter (or on a helipad) and the controller replies in the following manner:
[death!!11!!!1!] NEGATIVE SIR [/death!!11!!!1!]
due to plain old lack of knowledge.
Is there a control procedure these days for handling the transition between the classic fixed wing landing to a classic vertical landing?