On May 23, 1997, at 0858 central daylight time, a Beech BE-56TC airplane, N7890R, owned and operated by Aerostar L.L.P., of Spring, Texas, and operated by the pilot, was substantially damaged while executing a precautionary landing at David Wayne Hooks Memorial Airport, near Spring, Texas. The instrument rated commercial pilot, sole occupant, was not injured. Instrument meteorological conditions prevailed and an IFR flight plan was filed for the Title 14 CFR Part 91 personal cross country flight. The flight originated from the aforementioned airport 2 minutes prior to the accident. After departing runway 35L, the pilot informed the tower that he was going to return to land. While landing, the left wing of the airplane contacted the runway. The pilot regained control of the airplane after the wing struck the runway surface, bringing the aircraft to a full stop on the runway. The outboard 3 feet of the left wing sustained structural damage and the trailing edge of the left aileron and left propeller blades were damaged. In a interview with a FAA inspector, the pilot reported that on the previous evening he went to the airport to perform a preflight and have the airplane fueled for the trip departing early the next morning. He stated that prior to leaving the airport that evening, he performed a preflight in accordance with the checklist provided by the aircraft manufacturer. He further stated the aircraft was left in a hangar overnight with the pitot tube cover installed on the pitot tube. The pilot stated that, on the morning of the accident, he removed the airplane from the hangar, performed another preflight, obtained a weather briefing, and filed a flight plan. He reported that the preflight he performed that morning was not as thorough as the preflight he performed on the previous evening. The pilot further reported that, during the preflight a loose dog distracted him. He stated that he interrupted the preflight to close the hangar door to prevent the dog from entering the hangar, and then completed the preflight. After completing preflight preparations the pilot started the engines, taxied to runway 35L, was cleared for takeoff, and began his takeoff roll. During the takeoff roll, he checked the engine instruments and they appeared normal. The pilot stated that, during the takeoff roll, he interpreted the airspeed indicator to read about "sixty". He continued down the runway, and lifted off with the airspeed indicator still indicating about "sixty". After lift off, the pilot knew something was wrong and told the tower he was going to make a right turn to downwind and return for landing. He left the landing gear in the extended position for the return to the airport. The pilot stated that, with the takeoff power setting that he had applied, he perceived his speed to be 130 knots. He further reported that his turns in the traffic pattern were made using 45 degrees angle of bank to avoid a stall, and he kept the runway in sight at all times. He did not notice the damage to the wing until after taxiing back to the hanger. He further stated that it was not until after exiting the airplane, he saw the damaged propeller and wing, and that the pitot tube cover was still installed on the pitot tube. The cloud cover at the time of the accident was measured at 100 overcast. The reported visibility was 1 mile and "BR"(mist). According to the manufacturer's published FAA approved Pilot's Operating Handbook, the following airspeeds for lift off are recommended for safe operation: A/C WEIGHT AIRSPEED 5,990 lbs. 92 Knots 5,500 lbs. 89 Knots 5,000 lbs. 87 Knots 4,500 lbs 85 Knots The actual takeoff weight of N7890R was not reported to this agency. However, according to manufacturer's records for this aircraft (serial number TG-76), the airplane's basic empty weight when manufactured in 1969 was 3,926 pounds. The total fuel capacity for this model is 207 gallons, or approximately 1,212 pounds. Using this information, the takeoff weight at the time of the accident would have been about 5,100 pounds, plus or minus pilot and baggage weight.