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It would, if the doors were the simple types made for houses. Aircraft doors are a good deal more complex—largely for this very reason.Most modern airliners rely an what is called a “plug door,” in which the door, seated against its seal, is held closed during pressurized flight by thousands of pounds of force. The simplest design for such a door is indeed to open in, and in fact that’s often done especially for small emergency doors that are never open during ordinary service and that can easily be turned and tossed through the opening during an emergency.But by careful design and placement a large cabin door can be opened the same way, inward, away from its seals:Then through the opening on special tracks:And outward against the hull:Even though such a door opens outward—it opens inward first. It’s never going to open under pressure (and there are locking pins to make double damn sure).Here is such a door in operation:There are also doors that appear to be of more conventional design—until you see then in operation. This Airbus door slides straight out and over…except it doesn’t.That lever she’s pulling pries the door straight up, out of a pocket made by the seal—then it can pull out and over (she’s about the pull the lever down, locking the door in the open position. This door has a window through which crews are required to check a residual pressure flag, because manhandling the door off its seal with a small inside pressure could cause it to fly out and hit the operator. Under heavier pressure as during flight, it will simply be impossible to move it.Some doors, like those on the Boeing 767, really do open in, sliding back away from the seal and up along a track into the ceiling.And of course, some larger doors, particularly those used for pressurized cargo spaces, really do open out, depending entirely on mechanical latches to hold the door against the seals, somewhat like the bolts of a bank vault—but such mechanisms can also incorporate pressure interlocks to prevent anyone from opening them when they shouldn’t by jamming the locking mechanism.Now for some larger doors—pretty much only for cargo applications, purely outward-opening doors are used.

When Boeing designed the 747 in the 1960s, there were enough doubts about its market potential that the designers very wisely designed it to be a great cargo jet. They made sure there was adequate lift (cargo means a LOT more weight than passengers only) and the structure has to be built more robustly. And the dimensions have to be right for containerized cargo.Airbus in designing the 380 made the opposite decision. They were confident of its market potential so they optimized the design for passengers. That means the A380 is more efficient as a people-carrier but it really cannot be used effectively for cargo. Not enough lift, not enough structure, wrong dimensions for efficient cargo loading.It was a bold decision but in the end Airbus was wrong about the market potential. The airline industry has evolved in ways that favor smaller long-distance jets, so 4-engine jumbos like the A380 and 747 are just not that useful — and they’re incredibly expensive to fly.Anyway, the 380 is a great design but it’s not going to be a freighter in the conventional sense. There might be some specialized cargo applications — say, lightweight cargo, maybe Amazon boxes or something. Who knows what the future holds. As the first 380s get retired by their first owners over the next 10 years, someone is going to work very hard to find a use for them. Otherwise they go to the desert to be parted out.

Yes using VHF channels, most commonly 16 for search and rescue. But helicopters usually use 74 VHF, a port operations channel. At sea, they mainly are air med helicopters for injured crew members. In port, helicopters are used for all sort of deliveries, from supplies, crew and shore personnel to bringing cargo applications before a deadline.