FLAPS WOULD NOT RETRACT OR EXTEND AFTER TKOF. EMER DECLARED AND ACFT DIVERTED.

Narrative

THE PROB STARTED AFTER TKOF AT APPROX 1000 FT AGL IN THE CLB OUT OF COS. WHEN THE CAPT CALLED FOR FLAPS UP; I RAISED THE FLAP HANDLE TO THE UP POS. MOMENTS LATER THE CAPT CALLED FOR FLAPS UP AGAIN. I CONFIRMED THE FLAPS HANDLE WAS IN THE UP POS; HOWEVER; LEADING EDGE AND OR TRAILING EDGE FLAPS DID NOT RETRACT AS COMMANDED. WE REQUESTED TO LEVEL AT 10000 FT MSL AND VECTORS TO REMAIN IN THE AREA. I PULLED OUT THE FLT MANUAL TO TAKE THE APPROPRIATE ACTION. TO MY SURPRISE; I COULD NOT FIND AN IRREGULAR PROC FOR THE SPECIFIC PROB WE HAD IE; FLAPS WOULD NOT RETRACT OR EXTEND FROM 1 DEG WHEN COMMANDED. AFTER CONSULTING WITH OUR MAINT CTLR WE RESET A FEW CIRCUIT BREAKERS AND DECIDED TO PERFORM THE ASYMMETRICAL TRAILING EDGE FLAPS IRREGULAR PROC. THE CAPT IN THE MEAN TIME DECLARED AN EMER; BRIEFED THE 'A' FLT ATTENDANT; AND NOTIFIED THE PAX AS TO OUR PROB. THE CAPT ALSO DECIDED TO DIVERT TO DEN FOR THE LONG RWYS AND HEADWIND 170 DEGS AT 10 KTS WHICH SOUNDED GOOD TO ME; BECAUSE OUR APCH WAS 162 KTS. WITH THE CABIN PREPARED FOR EVAC AND CRASH TRUCKS WAITING; THE LNDG WAS UNEVENTFUL ON RWY 17L; BRAKES AND TIRES WERE INSPECTED AND WE THEN TAXIED TO THE GATE. PERCEPTIONS; JUDGEMENTS; AND DECISIONS WERE MADE SATISFACTORILY. THE ONLY THING I WOULD SUGGEST WOULD BE THAT THE PF PUT THE ACFT ON AUTOPLT BECAUSE WITH THE PF; TRYING TO TALK ON THE RADIO; READING THROUGH CHKLISTS; RESETTING CIRCUIT BREAKERS OR SWITCHES; AND TRYING TO MAINTAIN A LEVEL OF SITUATIONAL AWARENESS OF THE ACTIONS OF THE PF IS A CONSIDERABLE OVERLOAD; ESPECIALLY WHEN THE CHKLIST IS LENGTHY OR NOT SPECIFIC TO THE PROB AS OURS. THE CAPT EVENTUALLY DID AND CREW COORD WAS IMPROVED.