This is the story of Singapore airlines ___ on the 24th of October 2022 a Singaporean 777 was on the ground at London Heathrow airport getting ready for the long flight to Singapore’s changi airport. While they were on the ground they got the terminal aerodrome forecast, the TAF told them to expect moderate thunderstorms on the way in which would only last from about 30 mins to about an hour. So with everything looking good they decided to take off and then a couple of hours later they were in the Kuala Lumpur flight information region, the Singapore approach control or the SAC let them know that they could expect runway 20R to land at changi.While they were making their way towards changi they were asked to hold over the waypoint PASPU as runway 20R had a bit of a tail wind making landings hard. A minute into their hold ATC let them know that they might be waiting a while as the tail wind had intensified to about 10 knots. By this point the pilots had started to look at alternate airports. The first and second alternate airports, Paya Lebar Air Base and Senai International Airport were engulfed by rain as well, their third alternate Batam airport in Indonesia was a viable option. But as they mulled a diversion ATC let them know that the active runway had now switched to 02L . But Changi airport was still engulfed by rain and as the pilots lined the jet up with the runway the visibility dropped to 2NM, as time went on the visibility dropped further. In the control tower the controllers did not like what their displays was telling them the wind was changing rapidly. The tower had just changed the traffic flow from runway 20 to runway 02 and now the wind had changed again. Making arrivals into runways 02 L and R harder. As they looked over the data two planes went around from their approach to runway 02L and then a third plane decided not to go forward with the landing as the weather was just so bad. Thus the controllers decided to stop arrivals into the the airport for the time being and let the pilots know that they they could expect a delay. The pilots were asked to hold over the waypoint SAMKO and they were now getting worried they let ATC know that they could only ,hold over samko for one circuit and then they’d be at bingo fuel. From that point on they would be flying on their emergency fuel reserves. So they listened into the transmissions from BATAM airport and it looked like things were good over there. Then they got the bad news that the weather at BATAM had gotten worse, the visibility was now under 500 meters , the crew now seriously consider the prospect of diverting to BATAM airport.As the 777 held over the SAMKO the pilots let the controllers know that they could perform one more hold and if the weather did not improve and they did not get a quick landing clearance then they would need to divert to BATAM. At this point the pilots aren’t too worried both changi and BATAM are about the same distance from the plane and they should have no issues getting the plane to either airport. Meanwhile the controllers on the ground worked with the controllers at BATAM to make the diversion happen. The pilots were now coming up on the end of the second hold and they needed to know what to do from the controllers as they could not hold for any longer they had squeezed as much performance as they could from their 777 but now they needed to get this jet on the ground. But to their dismay and maybe shock ATC asked them to fly south. This was away from both changi and Batam airports and made no sense. The pilots were confused ATC explained that changi wasn’t ready for any new arrivals yet and their diversion to Batam had not been approved yet. They did not want to fly south so they asked if they could perform one more hold over SAMKO which approach control was okay with that. Now the crew was getting desparate. They needed to land now, so ATC started vectoring the plane towards Batam even Thought the final approval for the diversion still had not come in yet. But hey they were desparate. The jet was handed off to SAC who then handed the plane off to the TPAC. Then as the plane made it way to Batam the pilot declared mayday fuel. From this point if they landed straight into BATAM then they would be able to land with the final reserve fuel. That is the minimum permissible amount of fuel that they were allowed to land with. But yet the clearance for the diversion still had not come in. Eventually the clearance came in and the pilots lined the jet up with the runway. They were almost home, almost being the operative word here. But as they were on short final to runway 22 at BATAM they were informed that they had a 14 knot tail wind gusting to 30 knots this landing could not be carried out and they went around at 1600 feet.