Narrative:

We landed at minimums in a snow storm. ATIS reported a 5-wet runway and upon landing it was covered in snow/slush. I must say I have never landed in this much snow/slush before. We only saw the white edge and center-line lights. A later ATIS while preparing for departure reported 80 percent was one inch of clutter. If asked on a test I would tell you that I should not retract the flaps to less than 15. But my poor excuse is that the stress of the situation and performing the after landing flow out of rote was my downfall.we cautiously taxied in. Having already not thought about ice; we did not go check for ice below the wing or in the flap tracks. We knew we would be deicing before takeoff. There was heavy snow rapidly changing ATIS; and runway closures with ILS equipment out. Numerous aircraft after us diverted due to visibility and runway closure changes. After a ground stop; we loaded up and taxied for deicing.there was slush on the taxi out and we taxied slowly so as not to kick it up. We deiced and anti-iced with type iv fluid. Then we taxied the length of the runway on a slush covered taxiway again at about 12 miles per hour because the deice pad was at the opposite end of the departure runway. Looking back; I realize that if I had thought to taxi slowly; I should have thought about inspecting the flaps.the flight was uneventful. We landed; turned the aircraft; and flew to [next destination.] upon pushback; we saw puddles with a little ice under the wheel wells. I presumed a small amount had stuck to the gear during the taxi out and had just now fallen off. The flight was uneventful; except that we noticed that we were tight on fuel. We were supposed to land with 5.2 and landed with 4.0.I turned the aircraft over to another crew. On their walkaround they discovered ice in the wheel wells and in the flap bays. He reported it to maintenance and wrote it up. He called me and told me of the situation. He reported to me that the flaps were not fully retracted although there was no indication of this on the flight deck. This explained the fuel over-burn. So I called the chief pilot on call via dispatch and reported the damage that I had caused.

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Original NASA ASRS Text

Title: B737 flight crew reported that due to runway clutter; ice accumulated in the flap and wheel well area preventing the flaps from completely retracting.

Narrative: We Landed at minimums in a snow storm. ATIS reported a 5-wet runway and upon landing it was covered in snow/slush. I must say I have never landed in this much snow/slush before. We only saw the white edge and center-line lights. A later ATIS while preparing for departure reported 80 percent was one inch of clutter. If asked on a test I would tell you that I should not retract the flaps to less than 15. But my poor excuse is that the stress of the situation and performing the After Landing Flow out of rote was my downfall.We cautiously taxied in. Having already not thought about ice; we did not go check for ice below the wing or in the flap tracks. We knew we would be deicing before takeoff. There was heavy snow rapidly changing ATIS; and runway closures with ILS equipment out. Numerous aircraft after us diverted due to visibility and runway closure changes. After a ground stop; we loaded up and taxied for deicing.There was slush on the taxi out and we taxied slowly so as not to kick it up. We deiced and anti-iced with Type IV fluid. Then we taxied the length of the runway on a slush covered taxiway again at about 12 miles per hour because the deice pad was at the opposite end of the departure runway. Looking back; I realize that if I had thought to taxi slowly; I should have thought about inspecting the flaps.The flight was uneventful. We landed; turned the aircraft; and flew to [next destination.] Upon pushback; we saw puddles with a little ice under the wheel wells. I presumed a small amount had stuck to the gear during the taxi out and had just now fallen off. The flight was uneventful; except that we noticed that we were tight on fuel. We were supposed to land with 5.2 and landed with 4.0.I turned the aircraft over to another Crew. On their walkaround they discovered ice in the wheel wells and in the flap bays. He reported it to Maintenance and wrote it up. He called me and told me of the situation. He reported to me that the flaps were not fully retracted although there was no indication of this on the flight deck. This explained the fuel over-burn. So I called the Chief Pilot on Call via Dispatch and reported the damage that I had caused.

Data retrieved from NASA's ASRS site 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.