Narrative:

It was just getting dark when we taxied for takeoff on runway 5. ATIS had been giving advisories for deer and birds on the runways although we had not seen any. We were cleared for takeoff and commenced our takeoff run. I was PNF and was looking at the cockpit instruments and calling off airspds. Just past V1. I heard the PF call 'deer!' I looked up just in time to see a large buck enter the runway from our left. The PF pulled the aircraft into the air in an attempt to avoid the buck but he ran right in front of the aircraft just as we broke ground. There was a loud 'bang.' we got a bit of stick shaker, but the PF recovered nicely and we climbed out and requested permission to orbit overhead the airport at 1500 ft MSL to assess the situation. We both agreed that we should leave the gear down and flaps in the takeoff position. All cockpit indications were normal. We called the flight attendant to the cockpit so we could discuss the situation and review our options. We decided not to proceed to iad (45 min flight). Instead we selected newark international (ewr) as the best place (local) to go because of longer runways, crash fire rescue equipment services and maintenance assistance. The flight attendant called our maintenance people in dal (flight phone). They talked to the challenger (canadian) service representative and they advised doing what we had pretty much already decided on. It was a short flight to ewr, but we managed to brief for the approach and for the fire cautions we would take on landing. The flight attendant prepared the cabin and the passenger. We briefed that if a gear collapsed on landing, the flight attendant was to initiate evacuation from the window exit as soon as we stopped (unless she saw flames on the right side of the aircraft. We alerted the FBO at ewr that we required maintenance assistance. We also requested a fire truck be standing by on landing as a precaution -- however, we did not declare an emergency. Landing was normal although, on the rollout, we felt as if the right main landing gear tire(south) had gone flat (this was not the case). The nose was lowered gently to the runway and we rolled out to the end and turned off. As soon as we were clear of the runway, we stopped and I exited the aircraft, installed the gear pins and did a quick visual inspection for any apparent damage. To my surprise I did not see anything to indicate damage to the aircraft. I conferred with the crash fire rescue equipment chief and the ewr airport authority/authorized representative and we decided to taxi to the FBO ramp where the FBO maintenance technician could do a further inspection to the aircraft. At this point we deplaned the passenger. The maintenance technician did a visual inspection and could not find any physical damage -- we did note evidence of blood and fur on the nose landing gear tires and fuselage underside. He agreed the aircraft was airworthy. We called our maintenance department in dal and the service representative and they agreed that the aircraft could be flown. I discussed the findings and recommendation with the new crew members and we all were in favor of getting the aircraft back to dal. The flight to dal was uneventful and a thorough inspection by our maintenance staff revealed no damage to the aircraft. Crew coordination/cockpit resource management works! We immediately came together as a team and each person took various duties and responsibilities.

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Original NASA ASRS Text

Title: CORPORATE JET HITS DEER ON TKOF.

Narrative: IT WAS JUST GETTING DARK WHEN WE TAXIED FOR TKOF ON RWY 5. ATIS HAD BEEN GIVING ADVISORIES FOR DEER AND BIRDS ON THE RWYS ALTHOUGH WE HAD NOT SEEN ANY. WE WERE CLRED FOR TKOF AND COMMENCED OUR TKOF RUN. I WAS PNF AND WAS LOOKING AT THE COCKPIT INSTS AND CALLING OFF AIRSPDS. JUST PAST V1. I HEARD THE PF CALL 'DEER!' I LOOKED UP JUST IN TIME TO SEE A LARGE BUCK ENTER THE RWY FROM OUR L. THE PF PULLED THE ACFT INTO THE AIR IN AN ATTEMPT TO AVOID THE BUCK BUT HE RAN RIGHT IN FRONT OF THE ACFT JUST AS WE BROKE GND. THERE WAS A LOUD 'BANG.' WE GOT A BIT OF STICK SHAKER, BUT THE PF RECOVERED NICELY AND WE CLBED OUT AND REQUESTED PERMISSION TO ORBIT OVERHEAD THE ARPT AT 1500 FT MSL TO ASSESS THE SIT. WE BOTH AGREED THAT WE SHOULD LEAVE THE GEAR DOWN AND FLAPS IN THE TKOF POS. ALL COCKPIT INDICATIONS WERE NORMAL. WE CALLED THE FLT ATTENDANT TO THE COCKPIT SO WE COULD DISCUSS THE SIT AND REVIEW OUR OPTIONS. WE DECIDED NOT TO PROCEED TO IAD (45 MIN FLT). INSTEAD WE SELECTED NEWARK INTL (EWR) AS THE BEST PLACE (LCL) TO GO BECAUSE OF LONGER RWYS, CFR SVCS AND MAINT ASSISTANCE. THE FA CALLED OUR MAINT PEOPLE IN DAL (FLT PHONE). THEY TALKED TO THE CHALLENGER (CANADIAN) SVC REPRESENTATIVE AND THEY ADVISED DOING WHAT WE HAD PRETTY MUCH ALREADY DECIDED ON. IT WAS A SHORT FLT TO EWR, BUT WE MANAGED TO BRIEF FOR THE APCH AND FOR THE FIRE CAUTIONS WE WOULD TAKE ON LNDG. THE FA PREPARED THE CABIN AND THE PAX. WE BRIEFED THAT IF A GEAR COLLAPSED ON LNDG, THE FA WAS TO INITIATE EVACUATION FROM THE WINDOW EXIT AS SOON AS WE STOPPED (UNLESS SHE SAW FLAMES ON THE R SIDE OF THE ACFT. WE ALERTED THE FBO AT EWR THAT WE REQUIRED MAINT ASSISTANCE. WE ALSO REQUESTED A FIRE TRUCK BE STANDING BY ON LNDG AS A PRECAUTION -- HOWEVER, WE DID NOT DECLARE AN EMER. LNDG WAS NORMAL ALTHOUGH, ON THE ROLLOUT, WE FELT AS IF THE R MAIN LNDG GEAR TIRE(S) HAD GONE FLAT (THIS WAS NOT THE CASE). THE NOSE WAS LOWERED GENTLY TO THE RWY AND WE ROLLED OUT TO THE END AND TURNED OFF. AS SOON AS WE WERE CLR OF THE RWY, WE STOPPED AND I EXITED THE ACFT, INSTALLED THE GEAR PINS AND DID A QUICK VISUAL INSPECTION FOR ANY APPARENT DAMAGE. TO MY SURPRISE I DID NOT SEE ANYTHING TO INDICATE DAMAGE TO THE ACFT. I CONFERRED WITH THE CFR CHIEF AND THE EWR ARPT AUTH REPRESENTATIVE AND WE DECIDED TO TAXI TO THE FBO RAMP WHERE THE FBO MAINT TECHNICIAN COULD DO A FURTHER INSPECTION TO THE ACFT. AT THIS POINT WE DEPLANED THE PAX. THE MAINT TECHNICIAN DID A VISUAL INSPECTION AND COULD NOT FIND ANY PHYSICAL DAMAGE -- WE DID NOTE EVIDENCE OF BLOOD AND FUR ON THE NOSE LNDG GEAR TIRES AND FUSELAGE UNDERSIDE. HE AGREED THE ACFT WAS AIRWORTHY. WE CALLED OUR MAINT DEPT IN DAL AND THE SVC REPRESENTATIVE AND THEY AGREED THAT THE ACFT COULD BE FLOWN. I DISCUSSED THE FINDINGS AND RECOMMENDATION WITH THE NEW CREW MEMBERS AND WE ALL WERE IN FAVOR OF GETTING THE ACFT BACK TO DAL. THE FLT TO DAL WAS UNEVENTFUL AND A THOROUGH INSPECTION BY OUR MAINT STAFF REVEALED NO DAMAGE TO THE ACFT. CREW COORD/COCKPIT RESOURCE MGMNT WORKS! WE IMMEDIATELY CAME TOGETHER AS A TEAM AND EACH PERSON TOOK VARIOUS DUTIES AND RESPONSIBILITIES.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.