A321
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Workload; Training / Qualification; Time Pressure; Situational Awareness; Confusion; Communication Breakdown
ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Other / Unknown
Flight Crew Rejected Takeoff
Airport; Human Factors; Procedure
Cleared to Taxi out to Runway 27. West operations in effect with Runway 30 used for landing and Runway 27 for landing and takeoff. Ground cleared us to follow a Aircraft Y to Runway 27. They were cleared into position and for takeoff. Captain and I both struck our clocks to time for wake turbulence. We were then cleared to line up and wait on Runway 27; and told traffic was on 6 mile final for Runway 30; and 16 mile final for Runway 27. We had a quick discussion about the traffic on final and agreed that spacing should be ok. We received a clearance for takeoff on Runway 27; I noted that the departing Aircraft Y was at about 4 miles; and one minute forty seconds had passed. While the clearance for wake turbulence was fairly close; I felt comfortable with the spacing. I set spool up power; then started advancing to flex. At the same time; the Tower Monitor came on in a different voice and told us to either immediately roll or abort our takeoff. I had just reached flex power when the Captain aborted; took aircraft control and said my aircraft. Plane moved maybe 20 feet. The Tower Controller then told us to stay in position as a Aircraft Z landed very shortly thereafter. Tower then cleared us for takeoff without delay as another large aircraft was on a 2 mile final behind us. Took off normally and proceeded to destination.Training going on in the Tower; different ATC voices. Rush to move traffic; both departing and arriving; mostly heavies. Rushed from a reassignment on our part.In position on Runway 27 with landing on Runway 30 is a completely blind position for pilots. We are completely reliant on the Tower as we can't properly clear traffic on final. There was no rush to move traffic on the Tower's part; maybe 3-4 airplanes waiting for takeoff. Proper thing to do would have been to just leave us holding short.
We were instructed to taxi into position and hold for takeoff Runway 27 immediately behind a Aircraft Z taking off. Tower advised traffic 15 mile final Runway 27 and traffic 5 mile final Runway 30. ATIS winds were 330 at 10 kts. Tower was not giving winds prior to takeoff although they had been queried.  We were cleared for takeoff; immediately after traffic observed landing Runway 30 directly in front of us. The First Officer slowly advanced Thrust levers; we both had noted the time after the heavy takeoff. There followed three terse; non-standard takeoff; no takeoff; reject takeoff; immediate takeoff; and hurry takeoff roll clearances from the Tower. The transmissions were nonstandard and frankly; unsettling. I felt we were being rushed and rejected the Takeoff. We had not advanced power beyond engine stabilization settings and speed was less than 5 kts. We had an jumpseat rider who was able to validate our observations. Within seconds; we observed an aircraft land directly in front of us on Runway 30. We were subsequently cleared for takeoff and proceeded without additional incident.We did not express to Tower our concerns about separation with the preceding heavy; assuming that ATC would provide adequate separation. Tower had a plan for traffic flow that was not communicated. Runways 30 and 27 inadequate/loss of separation.Convey separation request to Tower for wake turbulence. Reject takeoff clearance. Standard; concise ATC phraseology. Better planning; spacing and communication during simultaneous operations to intersecting runways.
A321 flight crew reported conflicting clearances from Tower resulted in rejected takeoff.