A SAAB 340A IN CRUISE AT 16000 FT DECLARED AN EMER AND DIVERTED DUE TO #1 ENG LOSS OF PWR AND PROP CTL. CREW WAS UNABLE TO FEATHER THE #1 PROP WITH NORMAL OR ALTERNATE METHOD.

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WHILE FLYING AT CRUISE WE INITIALLY HEARD THE ENG LOSE PWR. WE SUBSEQUENTLY RECEIVED AN AURAL WARNING TRIPLE CHIME MASTER WARNING. IT WAS IDENTED AS PROP OIL PRESSURE. THE EMER CHKLIST WAS COMPLETED; HOWEVER; WE WERE NOT ABLE TO RESTORE PROP CTL. WE THEN PROCEEDED WITH AN ENG SHUTDOWN BUT WERE UNABLE TO FEATHER THE PROP. WE THEN ATTEMPTED TO MANUALLY FEATHER THE PROP BUT WERE ALSO UNSUCCESSFUL. AT THIS POINT AN EMER WAS DECLARED AND A LOWER ALT WAS REQUESTED AND GRANTED. WE COMMENCED A SHALLOW 300 FPM DSCNT AT HIGH PWR ON GOOD ENG. WE ASKED FOR THE CLOSEST ARPT BUT FOUND IT UNSUITABLE DUE TO ITS SHORT LENGTH; CFR UNAVAILABLE; WET RWY; ETC. I THEN PROCEEDED TO INFORM THE PAX OF THE SIT AND REQUESTED THE FO TO TRY DISPATCH (MAINT) TO SEE HOW WE MIGHT FEATHER THE PROP. COMPANY OPS IN SGF HAD TO RELAY MESSAGE FROM DISPATCH THAT WE HAD TRIED ALL AVAILABLE PROCS; WE WERE TOLD THERE WAS NOTHING ELSE WE COULD DO. CTR INFORMED US THAT SGF WAS THE CLOSEST ARPT SO WE PROCEEDED THERE. FO AND I DISCUSSED CONTROLABILITY PROBS WITH UNFEATHERED PROP AND DECIDED ON A HI SPD 0 DEG FLAP LNDG. WE THEN INFORMED THE FLT ATTENDANT TO PREPARE FOR AN EMER LNDG. WE COMPLETED THE DSCNT CHKLIST AND SINGLE ENG PROCS. WE EXECUTED A LONG DSCNT ON FINAL FROM 25 MI OUT FOR THE VOR APCH TO RWY 20. APPROX 4 MI OUT WITH RWY IN SIGHT I SELECTED GEAR DOWN AND SLOWED TO APPROX 140 KTS. I REMAINED ON THE VASI DOWN TO RWY. CFR WAS ALREADY IN PLACE. THE LNDG WAS UNEVENTFUL. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THE ACFT WAS A SAAB 340A AND THE L ENG WAS THE FAILED ENG. THE RPTR SAID THAT THE L PROP WOULD NOT FEATHER IN THE NORMAL MODE AND THE BACKUP ALTERNATE MODE. THE RPTR STATED THAT MAINT REPLACED THE ENG BUT NO INFO WAS AVAILABLE FROM THE ENG GEAR BOX MANUFACTURER ON WHAT FAILED INTERNALLY.