What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
“Vero Beach, FL (vrb): on 08/24/2023 at 2125 UTC, mishap aircraft was departing vrb (12R) for hpn. The aircraft struck a large unidentified bird at approximately 600-800 AGL. The crew saw the bird veer sharply to the right as it passed between the fuselage and the #2 engine. The crew indicated in their safety report they did not hear or feel an impact and all #2 engine indications as well as the eicas were normal. While climbing through FL 320 for FL 350 the eicas presented an idg 2 oil message and the yellow caution light on the overhead panel was illuminated. The crew descended to FL 290, ran the qrh procedures and contained the idg 2 oil non-normal issue shutting down the respective idg. There was no definitive correlation between the bird strike and the idg malfunction. The crew coordinated with moc and iocc and decided to continue to hpn. Upon landing in hpn, the damage to the #2 engine nacelle inlet was identified. There was evidence of bird remains on the #2 engine nacelle inlet and in the fan section of the engine. A usda wildlife biologist collected samples of the remains and sent them to the smithsonian institute for analysis. All subsequent maintenance actions regarding the bird strike and idg failure were reviewed and acceptable by the cmt airworthiness section. The captain of the mishap aircraft completed a safety report iaw company policy.
As the FAA filed it
“VERO BEACH, FL (VRB): ON 08/24/2023 AT 2125 UTC, MISHAP AIRCRAFT WAS DEPARTING VRB (12R) FOR HPN. THE AIRCRAFT STRUCK A LARGE UNIDENTIFIED BIRD AT APPROXIMATELY 600-800 AGL. THE CREW SAW THE BIRD VEER SHARPLY TO THE RIGHT AS IT PASSED BETWEEN THE FUSELAGE AND THE #2 ENGINE. THE CREW INDICATED IN THEIR SAFETY REPORT THEY DID NOT HEAR OR FEEL AN IMPACT AND ALL #2 ENGINE INDICATIONS AS WELL AS THE EICAS WERE NORMAL. WHILE CLIMBING THROUGH FL 320 FOR FL 350 THE EICAS PRESENTED AN IDG 2 OIL MESSAGE AND THE YELLOW CAUTION LIGHT ON THE OVERHEAD PANEL WAS ILLUMINATED. THE CREW DESCENDED TO FL 290, RAN THE QRH PROCEDURES AND CONTAINED THE IDG 2 OIL NON-NORMAL ISSUE SHUTTING DOWN THE RESPECTIVE IDG. THERE WAS NO DEFINITIVE CORRELATION BETWEEN THE BIRD STRIKE AND THE IDG MALFUNCTION. THE CREW COORDINATED WITH MOC AND IOCC AND DECIDED TO CONTINUE TO HPN. UPON LANDING IN HPN, THE DAMAGE TO THE #2 ENGINE NACELLE INLET WAS IDENTIFIED. THERE WAS EVIDENCE OF BIRD REMAINS ON THE #2 ENGINE NACELLE INLET AND IN THE FAN SECTION OF THE ENGINE. A USDA WILDLIFE BIOLOGIST COLLECTED SAMPLES OF THE REMAINS AND SENT THEM TO THE SMITHSONIAN INSTITUTE FOR ANALYSIS. ALL SUBSEQUENT MAINTENANCE ACTIONS REGARDING THE BIRD STRIKE AND IDG FAILURE WERE REVIEWED AND ACCEPTABLE BY THE CMT AIRWORTHINESS SECTION. THE CAPTAIN OF THE MISHAP AIRCRAFT COMPLETED A SAFETY REPORT IAW COMPANY POLICY.