Both the Air France (3 aircraft) and the UAT (UTA predecessor - 2 aircraft remaining as the 3rd had crashed at Dakar) Comet fleets were withdrawn and stored at Le Bourget; AF Comets had operated from the latter although almost all other services of theirs ran from Orly. After two years the AF three were sold to Farnborough in 1956 for further tests, and ferried back, while the UAT ones lay at LBG until 1961 when they were scrapped.
Here's an interesting web page of complete Comet 1 timetables for every operator, including the forthcoming schedules for a number of them which were not actually implemented. Not generally realised is that Canadian Pacific did not intend to use their Comets from Canada, but to base them in Australia to operate only a far north as Hawaii. Likewise the final 1954 crash was not actually a BOAC service but a South African Airways one using a chartered BOAC aircraft with SAA cabin crew. The BOAC services were not very extensive because so many aircraft had been lost in accidents - of their original fleet of 9, no less than 5 were lost in two years of service. The intended second aircraft for CP became BOAC's tenth.
De Havilland Comet 1 - Comet 1A - BOAC - UAT - Air France - Canadian Pacific Airlines
The Comet at Henlow (and later Lyneham gate guardian) is actually a Comet 2. It is true it was laid down for BOAC but never completed as such, construction being stopped after the 1954 accidents, and was eventually finished for the RAF to whom it was delivered in 1957. It was a Hatfield-built aircraft, although many of the Comet 2s whose building was abandoned were under construction in the Chester factory.