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Hours & Cycles control.
Hours and cycles control is the responsibility of the operator, but there may be cases where the MCAR-145 approved organisation must be in receipt of the current flight hours and cycles on a regular basis so that it may update the records for its own planning functions (see also paragraph 2.21: "Exchange of information").
Life limited parts
Life Limited Parts control is the responsibility of the operator.
The MCAR-145 approved organisation will have to provide the operator with all the necessary information about the LLP removal/installation so that the Operator may update its records (see also paragraph 2.21 "Exchange of information").
Supply of parts.
The contract should specify whether a particular type of material or component comes from the operator's or the MCAR-145 approved organisation's store, which type of component is pooled, etc...Attention should be paid on the fact that it is the MCAR-145 competence and responsibility to be in any case satisfied that the component in question meets the approved data/standard and to ensure that the aircraft component is in a satisfactory condition for fitment. In other words, there is definitely no way for a MCAR-145 organisation to accept whatever he receives from the operator. For the certification of parts, additional guidance is provided by MCAR-145.42.
Pooled parts at line stations.
The contract should specify how the subject  of pooled parts at line stations should be addressed.
Scheduled maintenance
For planning scheduled maintenance checks, the support documentation to be given to the MCAR-145 approved organisation should be specified. This may include, but may not be limited to:
. applicable work package, including job cards;
. scheduled component removal list;
. modifications to be incorporated;
. etc...

When the MCAR-145 approved organisation determines, for any reason, to defer a maintenance task, it has to be formally agreed by the Operator. If the deferment goes beyond an approved limit, refer to paragraph 2.17:  "Deviation from the maintenance Schedule". This should be addressed, where applicable, in the maintenance contract.
Unscheduled maintenance/Defect rectification.
The contract should specify to which level the MCAR-145 approved organisation may rectify a defect without reference to the operator. As a minimum, the approval and incorporation of major repairs should be addressed.  The deferment of any defect rectification shall be submitted to the operator and, if applicable, to CAD.
Deferred tasks.
See paragraphs 2.14 and 2.15 above and AMC to MCAR-145.50 (e). In addition, the use of the Operator's MEL and the relation with the Operator in case of a defect that cannot be rectified at the line station should be addressed.
Deviation from the maintenance schedule.
Deviations have to be requested by the operator to CAD or granted by the Operator in accordance with a procedure acceptable to CAD. The contract should specify the support the MCAR-145 approved organisation may provide to the operator in order to substantiate the deviation request.
Test flight.
If any test flight is required, it shall  be performed  in  accordance with the operator's Continuing airworthiness management exposition.
Release to service documentation.
The  release  to  service  has  to  be performed  by the MCAR-145 approved organisation  in accordance with its MOE procedures. The contract should, however, specify which support forms  have to be used (Operator's  technical log, MCAR-145 approved organisation's maintenance visit file, etc...) and the documentation the MCAR-145 approved organisation should provide to the operator upon delivery of the aircraft. This may include but may not be limited to:
. Certificate of release to service -mandatory-,
　
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