I guess I'll jump in here, but my comments might not be worth 2 cents :-)

The original question was about whether to use flaps on takeoff, and like most things, it is a compromise.  A logical objective might be to get to Vy as soon as possible, and that would probably be without flaps.  But the altitude at that point would probably be less than if you used flaps.  Yes, the workload is less without flaps, and that is a good thing.  The time spent at low altitude would be more and that's a bad thing.  And the on-runway speed would be higher.  You pays your money and you takes your choice.

The second question was about whether prop control is an effective way to reduce engine-out drag.  Bob and Steve are correct, but the actual ability to control pitch depends on at least 4 things.  First, the airspeed has to be high enough to be able to input enough power to the prop to spin the engine (almost always the case).  Next, the prop pitch stops have allow enough range to make a difference (almost always the case).  Then the leakage between the governor and the prop has to be low enough to allow the governor pump, boosted by the engine oil pump, to be able to move the prop toward the coarse position (in my experience this is also possible).  Finally, the governor low-speed stop must be set low enough for it to take action.  In every plane I've tried this on, it works.  Granted, with the prop control in the full out position, the engine speed will not drop to idle, and that's probably limited by the low-rpm stop on the governor and/or the high pitch stop on the prop.  It might also be limited by the drop in oil pressure as the engine slows down.  Regardless, it works and it is significant.  Why going to low rpm hasn't been taught in most curricula, I have no idea.  It should.

Gary