No - but there is always that risk.
But that's just it. There isn't
always that risk. In some cases, the risk of the aircraft compromising the airport operation is negligible. One recent example being a Jet2 B738 which departed on a positioning flight MAN-LBA, couldn't get in, and was denied approval to return to MAN based upon the 'no divs' notam. It is quite likely that this particular aircraft would have found an available stand anyway, but even if not, Jet2 have their own hangar compound at MAN where a surplus aircraft could wait out congestion. And a diverted Citation poses little risk of stitching up the airport. Every diversion request comes with its own profile, and in many cases they present negligible risk to the smooth operation of the airport. Retaining the flexibility to approve these is logical. If a request comes in from a widebody which risks compromising the operation comes in, that is the time to say no. No need to give the same answer to everything else by default.
Football charters are a quite different conversation. They are known traffic for between three weeks and two months ahead (dependent on when the match draw is made). Their timings are based on a reliable schedule (extra-time at the stadium notwithstanding). They're included in the main stand-allocation and staffing plan well ahead of time. Like charters for a business conference or an exhibition, they're a known quantity and don't require a last-minute decision.