I have to agree with Alpine Flyer, as well as adding that the layout of the ATR (ie. baggage hold adjacent flightdeck) is much more preferable to the layout of the DHC8 (all variants) where everything and everybody (caterers, cleaners, cabin crew, engineers etc) has a job to perform right outside the flightdeck door. This means that your either locked in there until everybody disappears, or you push your way through the melee and chill out in rows 3 or 4 until it all calms down.
In terms of performance however, no other turboprop comes near the eye-opening 400. Even at MTOW (29,000kgs) you can achieve climb rates lower down of 3000-4000 fpm speeds around the 200kt mark, and achieve 'off the clock' rates with lighter loads and lowers speeds. With regard to reliablility issues, most of them have now been ironed out as the type has matured.
Had Bombardier not 'dumbed down' the 400 in order to achieve a common type rating with the 200 & 300, it could have been much much better in flightdeck ergonomic terms. In this area, in comparison with the 200 & 300, the ATR, and even the F50 win hands down.