There seem to be a few folks who think anything not written in the book is 3D (dumb, dangerous, or different) wrong. In reality, it's nothing more than knowing the aircraft, knowing the situation, truly understanding angle of attack and aerodynamics in a practical sense, and flying to the situation, rather than applying a one-size-fits-all technique. If we operated in an objective and binary world, a nested if/then approach might work well. However, we operate in a subjective and dynamic world and it requires a flexible approach to the situations we are presented.
There is no "set it and forget it" method, technique, or configuration that will be perfect for every takeoff, from every surface, in every condition and every plane. It almost always comes down to that standard aviation answer; it depends.
Ground effect is your friend. Induced drag is greatly reduced, you accelerate quicker than either on the ground or out of ground effect, and you have to really try to push it back onto the ground if the power is in, so it's a safe operating regime when accelerating. In other words, the sooner you get into ground effect and off the ground, be it asphalt, gravel, grass, sand or anything else, the better off you are, the less wear/tear on the plane, and the sooner you can gain speed. Because speed is life - altitude is only life insurance.
As for flying off with flaps deployed and never touching them, that's fine if runway length and/or obstacles aren't a major factor. It works well on asphalt and well tended grass strips of reasonable length. But while I don't quite get into the "rough" with my plane (just yet), I do work on the skills specific to my plane because that's how we get better.
I rarely begin a takeoff with no flaps deployed, simply because as an average height guy with average length arms, reaching for the flaps creates a lot of upper body monkey motion that may translate into less than smooth flying. Consequently, I typically start with Flaps 10, get the tail up as soon as it will fly, from there the plane will come off almost immediately after simply by pulling the flap lever. Now, it will not climb yet, but that's not my objective. My goal is to get the flaps back up/in as I accelerate until I'm ready to climb, at which point, I can, if the situation warrants, pull in the flaps with an aggressive pitch up and it's not unusual to tickle the horn on the odd occasion - a reduction in AoA fixes that.
Vx and Vy are based on steady state climbs. If I have excess speed above Vx, I can use this kinetic energy to "zoom" at a much higher climb rate momentarily while playing the pitch to catch Vx. This stairstep approach is useful in certain situations...not all.
At the end of the day, speed is just an approximation of stall. AoA is all that matters and is far more complex than a single number on an ASI based on real world actual conditions. My advice: learn your plane. Learn the idiosyncrasies of your exact combination, the little errors in your gauges (better yet, don't look at them all that much), what your pre power-on stall mush feels like, what your actual power on stall looks and feels like, and many other things more than just a simple approach to stall profile once every other year on your flight review. Regardless, to say "this works and that doesn't because it's not in the book" is myopic at best.
One of the SOF Truths is: Humans are more important than hardware. What this translates to is, the machine is just a tool - hone the operator, not the tool. Learn your plane. Wear it. Make it an extension of yourself. Then, when you need to use that corner of the envelope, you know what it looks like, it's not foreign, scary, or even dangerous - it's just another capability.