We've had a heck of lot of damage due to blade and inlet icing on the ground.
The shedding procedure throws off the ice from the blades via centrifugal force and flexing of the blades. It also serves to scrape away any ice buildup forward of the fan plane as the blades flex forward with application of more power
We've found that in the right conditions (moist snow with lots of slush on the ramp) ice will accumulate in the bottom of the nacelle barrel. At idle rpm, any ice in the plane of the blades will be scraped away. Any snow or ice forward of the fan plane however will simply accumulate and continue to accumulate there if the rpms aren't increased occasionally to flex the plane of the fan forward.and scrape that ice away before the build up becomes significant. If you don't increase the rpm and wait until application of take off power, the plane of the fan will flex forward and the blades will come in contact with whatever chunk of accumulated ice remains there. The damage to the blade tips will be substantial and you'll have a hell of an expensive repair. Ive seen the blade tips bent back 90 degrees or more. Pretty impressive.
Our tests were with CFM 56 engines and Snecma nacelles on A319s/A320/A321s. That the same engine doesn't seem to have any issue when installed on a 737 has me at a loss. I can only assume the nacelle geometry and airflow is slightly different.
I also can't explain why other A320 operators don't seem to have the same issues with tip damage that we do. I can say that our maintenance procedures are deficient in snowstorm conditions (not in compliance with AMM recomendations at least and we don't use covers or heaters, nor do they do a proper tactile inspection upon arrival or prior to departure.) I suspect that may be a major contributing factor