Sorry, can't be bothered to quote and paste, gets too personal.
Comanche,
You don't even get an RPM rise if the speed is below a certain value.
And Chuck,
I have flown an aircraft where it was not possible to move prop and power lever at the same time, an aircraft one could call local to Chuck. Apart from the fact that I almost never used anything more than idle at any time during the descent and approach, reverse wouldn't be available for the descent if the prop wasn't fully fine.
The missed approach obstacle clearance is different form the take-off but still both assume the engine out condition for multi. Fot training always full power for initiating a missed approach; one may however choose how long one wishes to maintain that setting (perhaps even before reaching it (Thinks: covered myself nicely there!)).
I wonder if anyone has actually gone as far as calculating the difference in power between take-off and climb for a typical VP single. I used to use Climb power for take-off for environmental reasons.
Whilst I feel that landing time is a time for landing not farting around with anything else, I reckon props should be the last item on the BEFORE landing checklist, not the downwind check.
As a matter of little or possibly no interest we would often use fully fine on the ATR-72 if it was gusty for a better response even though the aircraft had an automatic prop setting.
And I'd recommend to go with the flow any day because it works on all aircraft where the Bumpff thing will have you wasting time darting here and there looking for things which in some cases aren't even there.