Yes, but you can also become a pilot with a degree in art history or French poetry. Your college degree is not related to pilot training or certification. A degree in aviation management is not an advantage if your career goal is to be a pilot, and the employment opportunities with an aviation management degree is only a tad bit better than those of the French poetry major.

No matter what your degree is, you would still have to get the various licenses and ratings ( in the normal order: private pilot, instrument, commercial, multi-engine, instructor, instrument instructor, preferably a type rating in any type of jet), then fly for minimal pay for a couple of years to accumulate 1500 hours to qualify for the ATP license. Then start applying at regional airlines for a $20K a year spot as a first officer.

Since everyone else has already jumped up and down screaming that you can't use Avgas in a diesel engine, I'm going to assume you knew that. I'm reading your question that you'd like to know if there is any advantage in a diesel burning JetA over a regular spark ignition engine using Avgas.

There are advantages and disadvantages.
On the plus side: Avgas is not as readily available in some areas of the world, and since it uses lead, it's production will cease at some point. Given the relatively small volume of Avgas produced compared to other fuels, it's becoming more and more expensive to produce.

Diesel engines are more efficient, producing more power per pound of fuel, which is critical in aircraft.

The diesels used in aircraft are turbo-diesels, and turbocharging prevents power drop off as you climb. The gas engines the are replacing are normally aspirated.

Here's the bad news:
The diesel engines are heavier, more complex, and to this point have had terrible maintenance problems. The original engine supplier for Diamond went bankrupt, largely from warrantee claims. Some of this is due to the fact that the engines are converted from automobile engines (Mercedes), which historically has never worked out well.

They have always had two magnetos, indeed every aircraft piston engine is required to have two ignition sources which are remote from the aircraft's electrical system.

The only engine I know of which does not have two magnetos is the Rotax 912is, which has a single magneto, built into the flywheel and an electronic ignition system powered from the starter/generator. This system also has a number of cross-redundancies built in.

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Mt-21 Fw-400" id="usertextc">Additional Details</h3> <textarea aria-labelledby="usertextc" id="racta" rows="3" class="W-100 M-0 P-0 Maw-550 Bdx-1 Bdrs-0"/><p class="Mb-21">If you believe your intellectual property has been infringed and would like to file a complaint, please see our <a target="_blank" href="http://redirect.viglink.com?key=11fe087258b6fc0532a5ccfc924805c0&u=http%3A%2F%2Finfo.yahoo.com%2Fcopyright%2Fus%2Fdetails.html%3Fpir%3Dwoxj.j1ibUnULFEIY6nyJQLxD.PLEphTPFivskb06cCK3lggdCqKTxtZqQ">Copyright/IP Policy</a></p> <p><span role="button" tabindex="0" class="Cur-p Ol-n D-ib Px-13 Py-6 btn-primary">Report Abuse</span></p> <p><span role="button" tabindex="0" class="Cur-p Ol-n D-ib Px-13 Py-6 btn-default">Cancel</span></p> </div><img src="http://pixel.quantserve.com/pixel/p-89EKCgBk8MZdE.gif" border="0" height="1" width="1" /></div> </td> </tr> <tr> <td style="margin-bottom:0;line-height:1.4em;"> <p style="margin:1em 0 3px 0;"> <a name="6" style="font-family:Arial, Helvetica, sans-serif;font-size:18px;" href="https://answers.yahoo.com/question/index?qid=20160921073750AAcSlOO">Question: Could a jumbo jet such as an a380 do a loop?</a> </p> <p style="font-size:13px;color:#555;margin:9px 0 3px 0;font-family:Georgia,Helvetica,Arial,Sans-Serif;line-height:140%;font-size:13px;"> <span>Posted:</span> 21 Sep 2016 07:37 AM PDT</p> <div style="margin:0;font-family:Georgia,Helvetica,Arial,Sans-Serif;line-height:140%;font-size:13px;color:#000000;"><div id="">Not to diss the captains on the panel, but I'm looking at this from the stand point of engineering estimates. With an empty plane you just might be able to pull it off....<p>Airliners are designed to handle a load of 2.5 G at max weight. So an a380 has a max loading capacity of 3170000 lbs (1,268,000 lbs x 2.5 g). It's empty operating weight is around 610,000 pounds. Lets add 10,000 lbs of fuel and call the weight 620000 lbs. At that weight, the plane can handle a bit more than 5 G's.<br/>The power to weight ratio empty is also much improved empty. It does not have the ability to do a sustained vertical climb, but it has a better power to weight and is less draggy than a C150 Acrobat carrying my fat butt, and the 150 makes it over the top (barely).</p><p>So the structure should not be a problem, power is not a problem - the sticking point is whether or not the plane would have the elevator authority to pull 4 to 4.5 G's.</p><p>If not, one of two bad things would happen - both would turn the jumbo jet into a jumbo crater in the ground.</p><p>Running out of airspeed on the top would mean testing the inverted spin characteristics of the A380. Since swept wing planes generally do not recover from spins well, lets assume you are earning a Darwin award on this attempt.</p><p>The other problem would be on the backside of the loop - the drag from pulling those 4 G's would be the only thing slowing the plane as you headed down hill, and you would over speed in a heartbeat. 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