ACR LGT CLBED TO FL330 WITH FLAPS NOT FULLY UP.

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WE DEPARTED MINNEAPOLIS ARPT WITH HIGH COCKPIT WORKLOAD (NEAR MAX WT; WINDSHEAR; IMMEDIATE TURN REQUIRED AFTER TKOF FOR TSTM AVOIDANCE). I CALLED FOR FLAP RETRACTION IAW COMPANY POLICY; CAPT RAISED FLAP LEVER; AND SO CALLED CHKLIST COMPLETE. AT FL330; SO NOTICED INBOARD FLAP GAUGE AT 2 DEG. I THOUGHT IT WAS A GAUGE PROBLEM SINCE NO AIRFRAME BUFFET WAS DETECTABLE; BUT VISUAL INSPECTION CONFIRMED INBOARD FLAPS AT 2 DEG. WE DSNDED TO FL200 AND SLOWED BELOW 245 KTS TO CONFORM WITH FLAP LIMITATION; RAISED FLAPS IAW CHKLIST USING AH FLAP SWITCH; AND CONTINUED ON TO MIAMI WITH NO FURTHER PROBLEM ENCOUNTERED. DISTR DUE TO WX AVOIDANCE CAUSED ALL 3 OF US TO NOT NOTICE FLAPS STUCK DOWN UNTIL AFTER EXCEEDING FLAP LIMITATION. POSSIBLY CONTRIBUTING TO MY FAILURE TO NOTICE INBOARD FLAP GAUGE IS IT HIDES DIRECTLY BEHIND GEAR HANDLE WHEN PLACED IN OFF POS. WITH THE VISIBLE OUTBOARD GAUGE INDICATING 0; LEADING EDGE FLAP/SLAT LIGHT OUT; AND NO AIRFRAME BUFFET; PLUS SO USING CHKLIST TO CONFIRM CLB CHK COMPLETE; IF SO HAD NOT NOTICED GAUGE AT LEVEL OFF I PROBABLY WOULD NOT HAVE NOTICED UNTIL FLAP EXTENSION IN MIAMI; IF THEN. LESSON LEARNED; WHEN I'M FLYING I ALWAYS CHK LNDG CONFIGN MYSELF EVEN THOUGH CAPT AND SO DO TOO; IN THE FUTURE I'LL ALSO ALWAYS CHK CLEANUP CONFIGN WHEN I'M FLYING.