Lomapaseo,
in case of an engine malfunction on a turboprop, it is imperative that the engine is brought into a state that is covered by the performance calculations, and rather quickly. This positively requires the propeller to be feathered. I have not flown the ATR, but on the DH8-300, only a tiny ROC was achievable with a dead, windmilling propeller and required some rigorous guiding of the aircraft.
So there are long lists of memory items for engine malfunctions that are performed as soon as the gear is up and before any call to ATC is placed. On the DH8, they consist of setting maximum permissible power on the good engine, then checking the dead propellers feather state and absence of fire indication. If the engine is feathered and not indicating a fire, the next manipulations to it will take place after a call to ATC, acceleration, cleanup and unlike the memory items with the QRH in hand. If however either of those requirements are not met, the memory items continue with retarding the affected power lever, setting the condition lever to "FUEL OFF" (both handled by PNF but confirmed by PF), activating the alternate feather pump (just in case), and in case of fire indication as well switching off the auxiliary fuel pump, pulling the affected T-handle (again, verified correct by the PF) and discharging at least one bottle. All this is done by heart and without checklist reference, while the PF flies the aircraft by hand (using the A/P below 1000ft after T/O is not allowed).
Who says that flying a turboprop is easy and low on workload obviously has never tried it...