The Indian A300 is one that I hadn't heard of.
It's an interesting example of being 'boxed in'. Weather was bad, but diverting had most probably been allowed for at some stage of the planning. But, what is NEVER covered, is the possibility of being forced into that weather/diversion corner whilst also suffering a failure of some sort. A flap/configuration problem will almost certainly take away all of the diversion options....so now you have to land at the destination, irrespective of the weather. Autoland systems don't cater for everything and aren't available everywhere, so it could rapidly become seriously interesting.
An example to think about. A 767 arrives at Wellington on a windless day. At top of descent, it has fuel available to fly to Auckland/Christchurch. During the approach, the flaps asymmetry trip at 2/3rds extension, so a 'dirty' go around is flown. Checklist requires approximately 30 knots extra on the approach speed. Sadly that approach speed is unlikely to allow the aircraft to stop on the runway. In the configuration the aircraft is in (even with gear retracted), no suitable airfield is within range.
Things like that can come up. A rule of aviation is that bad things always happen at the worst possible time (i.e. you find out about gear extension problems at the end of a flight...when you have little fuel, and so little time to work on things). Time pressure becomes very real....but the time you are playing with is not some mythical schedule, but rather the time at which things will go very quiet. These things will not be covered in some checklist, or EICAS, and they won't have been thought of by engineers sitting in their offices (and the motto of some is surely 'it will not happen'). Putting together mixed items from different checklists and procedures, deleting some items, and simply going outside of the book, is sometimes required. And, in the future of the cheapest pilots, with minimal training, these are the very capabilities that will disappear.