Diesel 10 has it correct. The whole point of an MEL is to allow an aircraft to continue for a period of time (the rectification interval) with an allowable defect. The pilot writes the defect in the Tech Log and if it is deferable as per the MEL transfers the defect to the ADD list. This way he is "clearing" the defect from the technical log. Part M realy is good for operators but one must realy read and understand it.
All EASA operators must have a Part M approval. Some small operators subcontract the Part M responsbilities to a 145 maintenance contractor. This is a bad idea because the maintenance contractor can insist that a defered defect can only be cleared by them. (good business for the maintenance contractor) Some 145 contractors still insist that they are the only people who can defer defects and I think this is a throw back to pre EASA when a contracted maintenance provider was responsible for your maintenance. Of course, he does not have that responsibility any more but some still think they do.