In May of 1995 TWA put out a proxy statement that covered their fleet plans until the end of 1997. Plans were to have 11 747s by the end of 1995, 9 by the end of 1996 and 8 by December of 1997. So their fleet was supposed to consist of 8 747s, 26 767s, 90 MD
-80s, 32 727s and 58 DC-9s. At the beginning of 1996, the plans were revised. The 747 fleet was to consist of 13 747s by 1999. The two with the most cycles on them were to be retired and three used 742s were to be added. Also the 757s were arriving in 1997 with 15 in the fleet by year's end.
Finally on July 2, 1996 TWA said they would be leasing two 747-100s and one MD
-83. Also the airline purchased one 747-200 and signed a letter of intent for a second. This was just before the crash of flight 800. At that time TWA seemed to be turning around. The STL
hub was profitable the airline actually managed to make a profit the second quarter. At that time TWA still had a decent transatlantic schedule with flights to Athens, Barcelona, Cairo, Frankfurt, Lisbon, Madrid, Milan, Paris, Rome and Tel Aviv from JFK
and London and Paris to St. Louis. Following the crash of flight 900 the 747s were retired by February of 1997 and Athens and Frankfurt were dropped.
Here's TWA's 747s at the time of flight 900 (July 19, 1996)
747-131s (originally delivered to TWA in 1970 and 1971) *= flight 900
N53110, N53116, N93104, N93107, N93108, N93109, N93119*
747-143 (ex Alitalia)
N128TW (leased from July of 1996 until September)
747-156 (ex Iberia acquired in 1980)
747-238 (ex Qantas leased in May of 1996)
747-257B (ex Swissair)
747-284B (ex Olympic Airways)
The 747 disposed of before the crash of flight 900 was an ex-KLM 747-206B (N307TW). N93104 and N93105 were also supposed to leave the fleet by year's end.