Narrative:

The problem started after takeoff at approximately 1000 ft AGL in the climb out of cos. When the captain called for flaps up, I raised the flap handle to the up position. Moments later the captain called for flaps up again. I confirmed the flaps handle was in the up position, 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 flight manual to take the appropriate action. To my surprise, I could not find an irregular procedure for the specific problem we had ie, flaps would not retract or extend from 1 degree when commanded. After consulting with our maintenance controller we reset a few circuit breakers and decided to perform the asymmetrical trailing edge flaps irregular procedure. The captain in the mean time declared an emergency, briefed the 'a' flight attendant, and notified the passenger as to our problem. The captain also decided to divert to den for the long runways and headwind 170 degrees at 10 KTS which sounded good to me, because our approach was 162 KTS. With the cabin prepared for evacuate/evacuation and crash trucks waiting, the landing was uneventful on runway 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 aircraft on autoplt because with the PF, trying to talk on the radio, reading through checklists, 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 checklist is lengthy or not specific to the problem as ours. The captain eventually did and crew coordination was improved.

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Original NASA ASRS Text

Title: 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.

Data retrieved from NASA's ASRS site as of July 2007 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.