The wordiology is a bit loose but, basically, OK. Probably more appropriate for a constant pitch prop as the VP/CSU will vary the blade angle better to maintain a useful blade angle and match required to available torque - ie maintaining RPM.
Consider a wing - high alpha, high lift, high drag. The drag is looked after by engine thrust or descending.
Consider a prop at brakes release - high blade angle, high blade alpha, high blade thrust, high blade drag. The drag is looked after by engine torque capability ie the stuff which is trying to keep the prop turning.
Bit like driving a motor car -
(a) driving along on the flat, constant throttle setting, constant speed.
(b) into the downhill stretch, gravity helps, don't need as much power but, with the original throttle setting it's there so we speed up
(c) into the uphill stretch, gravity is the enemy, need more power but, with the original throttle setting it's not there so we slow down.
If we recast the story a little ..
As the aircraft continues to accelerate the TAS will increase, which decreases the angle of attack of the blades. Less thrust will be generated which results in less drag and requires less propeller torque to maintain the desired RPM. If the throttle setting is maintained, we have more torque than required to maintain the desired RPM and RPM would tend to increase until the increased drag level balances the torque available to drive the propeller.