Hootin,
don't want to turn this into any sort of PH - PF argument, like you said you can only coment on what you see on the radar.
Yes, PH has more movements than Glasgow, break it down into additional movements per day and it ain't that many probably accounts for the mail flights you get and maybe the EGLC flights.
As for holding, we rarely hold because we prefer to vector traffic i.e left turn off LANAK nto a downwind leg followed by a square circuit with speed control applied. It's how we teach it at PF when the trainees start. We only hold when it starts getting sily with 5 or 6 inbound via Talla, a couple via Turnberry and any others from West or Tay.
We also have a greater mix of traffic which necessitates odd sequencing, we get lots of heavies inbound from the west in the morning coupled with the usual glut of Loganair saabs, twin otters and the islander ambulance make sequencing difficult, especially with the usual "Glasgow winds"
Add to that all the crap we deal with out of PG, the stuff out in the Class G to the West (which we ALWAYS provide with a service), makes the job as complicated and awkward as at any unit anywhere else in the UK.
Each and every unit has it's own problems and I've said it before the whole re-grading system was a farce, we at the Scottish airports might not move the traffic like LL or KK but we have our own problems.
As for problems from Scottish, can't say I have anything major to criticise them for apart from the odd 2 descending to min stack to LANAK at the same time and the occasional 3/4 abreast, but it's nothing I can't sort out and 9 times out of 10, TLA will call and ask if it's ok.
My watch has a good working relationship with Scottish and PH and long may it continue.
As for moving the apc function to Scottish, can't see it happening, at least not in my time, would cause too much friction.