B757-200 FLC DECLARED AN EMER AND DIVERTED TO LAND AFTER SHUTTING DOWN 1 ENG AT FL390 DUE TO OIL FILTER CLOGGING WARNING.

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AS WE PREPARED FOR OUR FLT FROM DTW TO LAX; I WAS INFORMED BY THE FO THAT WE WERE GOING TO USE AN ACFT WHICH HAD DIVERTED INTO DTW WITH AN ENG SHUTDOWN DUE TO AN OIL FILTER EICAS MESSAGE. OUR MAINT PEOPLE HAD FOUND NO CLOGGING OF THE OIL FILTER AND FELT IT WAS AN INDICATION PROB. THEY MADE THEIR CORRECTIONS AND SIGNED OFF THE ACFT. WE TOOK OFF AND CLBED TO FL390 AND WERE CRUISING LESS THAN 30 MINS AT THAT ALT WHEN THE SAME INDICATION (L OIL FILTER) OCCURRED. AFTER COMPLYING WITH OUR COCKPIT OPS MANUAL PROCS; WE DIVERTED INTO DSM. THE WHOLE EVENT TOOK PLACE IN 'TEXTBOOK' FASHION JUST AS WE TRAIN FOR IN THE SIMULATOR. THE ONE THING I CAME AWAY FROM THIS EVENT THINKING SHOULD BE ADDRESSED IS THAT IN AIRLINE OP WE ARE TRAINED EXTENSIVELY IN KEEPING ATC; DISPATCH; THE FLT ATTENDANTS AND PAX BRIEFED; BUT WHEN WE DIVERT IN CIRCUMSTANCES SUCH AS THIS; WE ARE NOT AWARE OF THE STATUS OF OUR FACILITIES AT THE STATION WE END UP GOING TO. I WOULD LIKE TO SEE A PLAN IMPLEMENTED WHERE STATION PERSONNEL RUN A QUICK CHKLIST OF THEIR RESOURCES AND RPT TO DISPATCH ANY DEFICIENCIES WHICH MIGHT HAVE AN IMPACT ON THE SUITABILITY OF AN ARPT. WX AND 'FICONS' ARE KNOWN; BUT GATE AVAILABILITY; PERSONNEL; AND MEDICAL FACILITIES SHOULD BE CHKED AGAIN IN VIEW OF THE SUDDEN DIVERSION TO ENSURE ADEQUACY. THIS INFO COULD BE RELAYED TO THE CREW SO THEY DON'T END UP AT AN ARPT WHICH MAY BE SUITABLE GEOGRAPHICALLY; BUT NOT SUITABLE FOR SOME OTHER COMPELLING REASON. SUPPLEMENTAL INFO FROM ACN 556755: WHEN THE CAPT NOTICED A L OIL FILTER ADVISORY LEVEL EICAS MESSAGE; HE TOLD ME TO CONTINUE FLYING AND TALK TO ATC WHILE HE COMPLETED THE APPROPRIATE CHKLISTS. I REQUESTED AN INITIAL DSCNT TO FL350 AS THE CAPT SHUT DOWN THE L ENG PER PROCS. HE THEN CONTACTED DISPATCH AND WAS TOLD TO PROCEED TO DSM AS THE EMER DIVERT ARPT. I DECLARED THE EMER AND REQUESTED FURTHER DSCNT. DSCNT; APCH; AND LNDG AT DSM WERE UNEVENTFUL.