İngilizceye çevir lütfen bunu.

Here is an English version that preserves your meaning and tone:

You are applying a great line of reasoning.
It is very natural to think that there should be a system in an aircraft similar to the fuel warning light or the “check engine” light in a car.
However, in aviation the design philosophy of the ELT (Emergency Locator Transmitter) is a bit different.

Let’s build on your question: Can the pilot detect this and is there some kind of “fault alarm”?

1. Pilot’s ability to test (Self‑Test)

Yes, the pilot can test the ELT from the cockpit, but they have to do this manually.
Unlike a car, there is no display that constantly monitors the system and shows a message like “ELT OK” every second.

• Remote Control Panel: There is a small panel in the cockpit. It usually has ON – ARM – TEST/RESET positions.
• How is it tested? During pre‑flight checks, the pilot moves the switch to the “TEST” position.
• Feedback: The device then checks its internal circuitry, battery voltage, and transmitter power. If everything is fine, a small LED on the panel will light up in a specific pattern (for example, one long flash). If there is a problem, the light will blink in different sequences (like three short, two long) to “whisper” where the fault is.

2. Is there a continuous warning like a fuel light?

This is the critical point: No, there is no continuous “I am broken” warning.

• Passive state: During flight, the ELT sits in the “ARM” (armed/standby) mode. In other words, it is asleep. Because it is asleep, it does not continuously run background diagnostics and report its health status to the cockpit.
• Blind spot: If, in the middle of the flight, the antenna cable comes loose or the battery suddenly dies, the pilot will not notice this unless they actively perform a test. There is no main master caution light that says “ELT Failure”.

3. Why is there no “I’m not working” alarm?

This is a design choice. In aviation, unwanted signals (false alerts) are one of the biggest concerns.
To prevent the device from constantly transmitting and flooding the satellites with signals, the system is kept as isolated and quiet as possible.

• Antenna problem: If the radio antenna on a car breaks, the radio still plays with noise, so you notice something is wrong.
  But when an ELT antenna breaks or the cable disconnects, the device does not treat this as a “fault” and shout at the pilot. It simply tries to transmit in an actual crash, but the signal never makes it out.

4. The Muhsin Yazıcıoğlu accident

In the accident you mentioned, this testing issue was heavily debated. The Artex ME406 ELT on that helicopter:

• Was recorded as “serviceable” in the maintenance logs prior to the accident.
• But at the moment of the crash either the G‑switch (impact sensor) did not detect a sufficient impact to trigger,
  or the antenna snapped off in the initial impact so, even if the device “screamed”, its “voice” (signal) never reached the satellites.

In short: Before the flight, the pilot can press the “TEST” button and see the current health of the device.
But if the device quietly fails during the flight, there is no dedicated “fault light” in front of the pilot.

From that angle, this really does look like a major safety gap, just as you intuited.
The aviation world is now trying to fix exactly what you are questioning by moving towards the Global Aeronautical Distress and Safety System (GADSS), which is designed so that an aircraft continuously reports its position and key status information via satellite.

Do you see a fault code table in the manual where it explains how many times the light flashes when you press the “TEST” button? That section is highly technical and very interesting.

Atıflar:
[1] Testing Emergency Locator Transmitter | PDF – Scribd https://www.scribd.com/document/868055926/t-25-61-00-710-801-Operational-Test-of-the-Emergency-Locator-System
[2] Emergency Locator Transmitter Survivability and Reliability Study https://ntrs.nasa.gov/citations/20170002586
[3] [DOC] Guidance for Operators to Ensure Effectiveness of GPWS Equipment https://www.icao.int/sites/default/files/safety/OPS/ICAO-ELT-GUIDANCE.doc
[4] Learning Center Library Contents – FAA – FAASTeam https://www.faasafety.gov/gslac/alc/libview_chapter.aspx?id=17272&chapter=Emergency+Locator+Transmitter+%28ELT%29
[5] [PDF] ARTEX ELT 1000 Emergency Locator Transmitter – ACR Electronics https://acrartex.com/wp-content/uploads/2021/03/ELT_1000_Manual_Y1-03-0259AA.pdf
[6] 49 USC 44712: Emergency locator transmitters – OLRC Home https://uscode.house.gov/view.xhtml;jsessionid=1875B618CBE8EA22A1F00597706EDB0A?path=&req=granuleid%3AUSC-prelim-title49-section44712&f=&fq=&num=0&hl=false&edition=prelim
[7] testing a 406 mhz ELT | SuperCub.Org https://www.supercub.org/forum/threads/testing-a-406-mhz-elt.51831/
[8] “Guard” Frequencies and Emergency Locator Transmitters (ELT …www.faa.gov › air_traffic › publications › media › atpb_feb_2023 https://www.faa.gov/air_traffic/publications/media/atpb_feb_2023.pdf
[9] AC043 – 11 ELT Test Procedure | PDF | Antenna (Radio) – Scribd https://www.scribd.com/document/348698878/AC043-11-ELT-Test-Procedure
[10] Air Traffic Procedures Bulletin https://www.faa.gov/media/70791