ACR FLT CONTINUATION TO DEST ARPT AFTER EXPERIENCING AN ACFT EQUIP PROBLEM MALFUNCTION.

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CAPT CALLED FOR 'FLAPS 2' DURING DEP FROM BIL; THEN 'FLAPS UP' AFTER LEADING EDGE GREEN LIGHT. I ADVISED HIM THE INBOARD FLAP INDICATOR HAD STOPPED SHORT OF POS 2 AND RAISED THE FLAP HANDLE TO 'UP.' THE OUTBOARD INDICATOR SHOWED FULL UP; BUT THE INBOARD STAYED JUST BELOW POS 2. A TEST OF THE LEADING EDGE DEVICES INDICATED ALL DEVICES FULLY RETRACTED. THE SO WAS DIRECTED TO VISUALLY SCAN THE FLAPS FROM THE PAX CABIN; AND HE RPTED THE LEADING EDGE DEVICES FULLY RETRACTED; OUTBOARD FLAPS UP; BUT THE INBOARD FLAPS WERE SLIGHTLY EXTENDED. THE CAPT DIRECTED ME TO ASSUME PF DUTIES WHILE HE COORDINATED THE IRREGULAR PROC PI-37 FOR SPLIT-TRAILING EDGER FLAPS WITH THE SO. I LEVELED OFF AT 16000 FT AND 230 KIAS AFTER COORD WITH ATC (ALL DONE IN VFR CONDITIONS). THE CAPT AND SO REVIEWED AND COMPLETED THE IRREGULAR PROC I-37; BUT THE INBOARD FLAPS STAYED JUST BELOW POS 2. HE ATTEMPTED NORMAL EXTENSION TO POS 5; AND THEY EXTENDED NORMALLY. WHEN HE RETRACTED THEM; THE INBOARD FLAPS AGAIN STOPPED JUST BELOW POS 2. THE CAPT INITIATED A 3-WAY RADIO CONNECTION WITH ACR MAINT AND CHICAGO DISPATCH TO DETERMINE A SAFE; PRUDENT COURSE OF ACTION. I HAD CLBED TO FL200 AND 230 KIAS BOTH WITHIN ACFT LIMITATIONS WITH ANY FLAPS EXTENDED. WE AGREED ON CONTINUING TO DENVER SINCE FUEL BURN WAS EXTREMELY FAVORABLE; ACFT CTL WAS NORMAL; AND TERRAIN CLRNC WAS NOT A FACTOR. WE ANTICIPATED A NORMAL LNDG BUT PREPARED FOR AND REVIEWED ALL PROCS FOR AN ABNORMAL FLAP LNDG. THE CAPT RESUMED PF DUTIES DURING THE DSCNT AND APCH. FLAPS EXTENDED NORMALLY; AND AN UNEVENTFUL NORMAL 30 FLAP LNDG WAS COMPLETED. MAINT LATER ADVISED US A FLAP BEARING PROBLEM PREVENTED THE INBOARD FLAPS FROM FULLY RETRACTING. NOTE: I FELT THAT ALL ACTIONS WERE CAREFULLY DISCUSSED AND PROCS RESEARCHED BEFORE ACTING. GOOD 'CLR.' COMPANY CALLED IN FOR FINAL DETERMINATION AND DECISION. SUPPLEMENTAL INFO FROM ACN 220251: WE THEN CALLED MAINT AND EXPLAINED THE SITUATION AND GOT DISPATCH ON THE LINE AS WELL. WHEN THE PROBLEM COULD NOT BE FIXED WE LOOKED INTO THE POSSIBILITY OF CONTINUING ON TO AN ARPT WHERE MAINT COULD BE DONE. OUR DEST DEN APPEARED TO BE THE MOST LOGICAL CHOICE. SO WE ASKED DISPATCH TO GIVE US THE FUEL BURN; TIME ENRTE; WX AT DEST; UPDATED NOTAMS; ETC.