An airline will have a prescribed maintenance plan approved by their CAA, the MFGR supplies a generic basis to work off of. They generally employ "planners" to ensure this is complied with and add fleet specific tasks, some to increase reliability some to decrease the phase MX requirements by accomplishing certain tasks during operation to decrease the out of service time during phase MX.
A maintenance control center will generally be responsible as the application of daily maintenance will adjust scheduled and un-scheduled MX tasks to meet deadlines and utilize available ground time to perform tasks.
AD's are driven usually through the above system, I think QA is usually involved but planners initiate the task, there is a level of airline/MFGR communication here.
Parts are a sticky issue, allocation initiated by humans but we use computers to control how much of what part we desire at every location. Depending on the size of the station. The goal is to have the grounding parts available at or close to all locations. I suppose there is a bit of risk analisys in this system. There are many people who can influence this, a pissed off AMT/AME who does not have the part he needs to MGT and supply people doing their job, it is a continual improvement system.
As I have read you seem to understand the bare bones system, Maintenance control at a large airline would be a good fit but you also need to know the aircraft (to an extent).
You will never perform all these tasks at a large airline but a small one may utilize your experience. MTC at small airline relies on the controller to do most of what you are experienced with.
Been there done that, pay was poor stress was high.
Blue skies!