The ATR 72-200 (and all -500 series) have a number of notches for CLs (Condition Levers) and PLs. Set MAX RPM on the CLs, set 101.2% torque on take-off, then retard CLs to 86% and TQ to 90% during the climb sequence. The CLs don't need to be moved for the rest of the flight. Even if not pushed to MAX RPM during before landing checks, they would go to that position on a go-around when PLs are advanced to the GA setting (ramp) provided the PWR MGT system has been set to the TO position (also part of the before landing checks).
It's an semi-autothrottle in all but name... The principle of these notches (like a lot of the design philosophy of the ATR) is quite close to the A320, designed around the same time and assembled on the other side of TLS airport.
As for the supposed "lack" of an APU, I find the H mode/prop brake on the ATR a clever design that does away with the need for, weight, extra complexity and unreliability of the Dash 8's APU and is useful to allow quick turnarounds (if obviously a bit on the noisy side - but it's only used for a few minutes until a GPU is plugged in). The ATR also makes a very good cargo feeder aircraft, with a cargo door fitted as standard and enough cabin diameter to accept cargo containers (which unless I'm mistaken, the Dash 8 can't do).
Can't comment on the Dash 8's handling, but the ATR handles just fine on two engines. When on one, then it's workout time in roll!
To correct a previous post, the ATR wasn't retroffited with vortex generators following airframe icing issues (the Roselawn crash), but with larger-chord de-icing boots to prevent a ridge of ice accumulating behind them.
Cheers
