IcePack:
No Fly Zone, what you say is correct. However in the real world you do not know how behind locked doors the company react to go arounds or failure to "get in" even in responsible airlines they apply pressures. For instance if you divert to alternate I know some airlines will ask why you did not hang about & then declare a mayday when down to final reserv. Am not saying in this case anything like this happened but we do not know what pressures the crew were under in reality or what pressure they perceived.
The accident occurred on the second approach attempt. The first approach was correctly flown into a missed approach because of inadequate visual references. It is quite a "cross county" flight through the missed approach to the missed approach holding point, then back onto the MANRI RNP STAR to RATAN, then eventually back onto the approach procedure. From the MAP through the entire circuit back to the MAP again is 127.9 nautical miles. Plus there is the hold at the MAPh. All of this is probably flown at an average ground speed of 210-250 knots. Much of the approach path is restricted to a maximum of 170 KIAS.
So, there was time for the weather to get better, which is typical at VNKT as the morning progresses. But, it did not this particular morning. Also, at some point in the first missed approach, probably holding at the MAPh, a flight attendant was on the flight deck and advised the captain, "If they diverted to Delhi there would be a big burden." (approach chart in Post #22.)