Medium Large Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Time Pressure; Confusion; Communication Breakdown; Situational Awareness
ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Took Evasive Action
Airport; Human Factors; Procedure
We were cleared to land on RWY 1; 5 miles out DCA Tower asked us if we could accept runway 33 which we denied and we were cleared to land on runway 1. On the radio we heard [Aircraft Y] being clear to land on runway 33 and that they we were doing S turns.  After we landed DCA Tower asked us to stop short of 33 while we were on the landing roll; then Tower came back loud to STOP SHORT of 33 at that moment I stomp[ed] on the breaks and [Aircraft Y] passed us straight ahead on RWY 33 on their landing roll. We exited the runway on N joining K1 to K then off to our gate.  ATC never asked us if we could [accept] a LAHSO and even though I would have denied it as well.  The event occurred because ATC was trying to cramp everyone in at the same time. ATC should ask the crew if they are able to perform such maneuvers.
While on the MOUNT VERNON 1 visual approach we were queried by tower if we could accept runway 33; which I (pilot monitoring) responded 'negative' per the captain's option. We continued for runway 1 and noted [Aircraft Y] close behind us and they accepted a circle to land on runway 33. Up touchdown and our rollout; tower instructed us to hold-short of runway 33. This confused the captain and he asked me for clarification of what tower wanted us to do. I told him to hold-short of 33. He complied with tower's instructions and exited runway 1 on November. Just as we exited runway 1 on taxiway N; [Aircraft Y] rolled past us on their rollout on runway 33. Both the captain and I were alarmed at the towers instructions and clearance of that flight. The timing of our exit of runway 1 and [Aircraft Ys] rollout on 33 puts them crossing the threshold when tower instructed us to hold short of 33. Tower had not asked us to accept a LAHSO prior to touchdown; which clears us for use of the entire runway; which intersects runway 33. If we had not been able to stop in time and exited on taxiway N; a serious conflict would have resulted with the other flight. The event occurred due to ATC's improper and ill-timed instruction for us to hold short of runway 33 while we were on our landing roll-out. Once they cleared us to land on runway 1; we understood the entire runway was ours to use.
An air carrier crew on the Mount Vernon Runway 01 visual approach at DCA refused a Runway 33 landing and during roll out another aircraft landed on Runway 33. The Captain applied maximum braking to avoid crossing Runway 33 as the other aircraft passed in front. No LASHO command was issued.