Not just a hop:
The first prototype was rolled out for engine runs in April 1949. By mid-July all was almost ready. On Wednesday 27th July 1949 the London Press Corps were invited out to Hatfield for the unveiling of a new breed of airliner - all were aware that they were witnessing history in the making. Test pilot John Cunningham and his assistants were making a final series of ground-runs and fast taxi's in preparation for flight.
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There was the usual hospitality laid on for the Press, and during the briefing they were told that '...the aircraft would fly when it was ready, and not before'. Due to inclement weather, this appeared as if the great moment would be delayed, so the Press Corps all went home!
Towards evening, the weather cleared, John Cunningham told the Tower at Hatfield that he was ready to go.On board also was J. W. Wilson, First Officer, F. T. Reynolds, Flight Engineer, H. Waters, Flight Engineer Electrics, and A. J. Fairbrother, Flight Observer. The warble of the Ghosts at idle changed to a shrill crescendo and at 6.17pm the Comet began to roll, lifting up at take-off speed into a shallow climb.
Thirty minutes later the aircraft was back over Hatfield, Cunningham making a flypast at 100 feet for all the workers who had gathered to watch the return.
Comet 2002 site
And, alas, even for the first in the world, no attempt was made to save it:
Britain entered the jet age of the airliner with build of the first de Havilland DH.106 Comet prototype, manufacturers serial no. 6001, having been ordered during June 1946. Roll-out of the aircraft occurred at Hatfield on 2 April 1949 and its first flight was accomplished on 27 July 1949, being flown by John Cunningham, the aircraft wearing Class B registration G-5-1 and being powered by four de Havilland Ghost 50 Mk.1 engines.
This Comet was used for experimental, research and development work with the manufacturers at Hatfield and was registered as G-ALVG by the UK CAA on 1 September 1949 and handed over to the Ministry of Supply/Aviation on that date. Research work continued through to April 1952. It was displayed at the 1949, (with its original single wheel main undercarriage units), the 1950, (by now in BOAC colours), 1951 and 1952 SBAC displays at Farnborough and the Paris Salon during 1951, arousing much interest throughout the industry.
On 3 April 1952, G-ALVG was allocated to de Havilland Engines for development work on the Ghost engine series. On 30 December 1952 the Comet returned to de Havilland Aircraft, for wing test flying work in conjunction with the proposed Comet 3 series. Development and test work continued and, on 31 July 1953, the aircraft arrived at the Royal Aircraft Establishment, Farnborough, for fatigue testing of its airframe by Structures Department. Its registration was cancelled on 6 November 1953, as being permanently withdrawn from use and, on 24 November 1953, it was officially Struck off Charge.
It was moved into Structures Department at Farnborough, building Q153, on 25 June 1954 and placed within the Cathedral structural test rig for wing fatigue tests. After completion of its tests, around September 1954, having basically been tested to destruction where the wing structure failed, it was removed from the test rig and the remains of the airframe were eventually broken up for scrap.