Built but never painted:
By the late 1990s, TWA had become a primarily domestic carrier with its major hubs in St. Louis, New York, and weirdly enough Denver and Atlanta. After Flight 800, the age of their fleet (on average to be around 19 years) had come to light, and a massive fleet overhaul became necessary. TWA began taking in orders of the MD-80, 757, 767-300, and in 1998 the 717-200. But, they also ordered the un-build A318 and were set to launch it with orders for 50.
The A318 and 717 have very similar seat capacities, but fill two different roles: The A318 has the ability to travel long range (as seen with BA 001 from London City to JFK), while the 717 is for shorter routes. Both did or would have served routes too thin for the MD-80s and 757. The A318s were converted from a long standing order of 20 A330s ordered in the late 1980s under Ichan, who kept deferring them as TWA went bankrupt in 1992 and being the man he was, did not see how ordering new planes would economically benefit himself. With the order of 50 A318s, TWA ordered "25 Airbus A320 aircraft" and had options for 75 more A320 family aircraft. But, it would not be, as TWA was taken over by American in an abrupt move in early 2001 and the A318 would not come about until 2003.