CONFLICTING AIRSPEED INDICATIONS LATE IN TAKEOFF ROLL CAUSE SAAB 340 FLIGHT CREW TO RETURN TO THEIR DEPARTURE AIRPORT. POST FLIGHT INSPECTION REVEALS CAPTAIN'S PITOT TUBE DAMAGED AND BENT APPROXIMATELY 45 DEGREES FROM NORMAL.

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THE FO CONDUCTED THE OUTSIDE PREFLT OF THE ACFT AND STATED THAT EVERYTHING WAS GOOD. ON THE TKOF ROLL AFTER THE 80 KTS CALL; I NOTICED SOME DISCREPANCIES BTWN MY AIRSPD INDICATOR AND THE FO'S SIDE AIRSPD INDICATOR. SINCE AT THIS POINT WE CONTINUED TO BUILD SPD AND WERE WELL ABOVE 100 KTS; WE CONTINUED THE TKOF AS WE HAD BRIEFED. WE CLBED AWAY FROM THE RWY AND WE AGREED THAT WE NEEDED TO RETURN TO ZZZ. I TOLD ZZZ TWR THAT WE NEEDED TO RETURN AND THEY HANDED US OFF TO DEP. AS WE WERE BEING VECTORED AROUND; I CALLED THE FLT ATTENDANT AND DISPATCH TO INFORM THEM OF OUR INTENTIONS. I VERIFIED OUR LNDG NUMBERS IN THE OPERATIONAL DATA HANDBOOK. WE WERE ABLE TO OBSERVE THAT THE CAPT'S SIDE AIRSPD AND STANDBY AIRSPD WERE NOT ACCURATE WHILE THE FO'S SIDE AIRSPD INDICATOR SEEMED MOST ACCURATE. WE DID THIS BY COMPARING AIRSPD TO THE FMS AND ALSO VERIFYING OUR AIRSPD WITH ATC. THE AIRSPD INDICATORS SHOWED A DIFFERENCE OF 20-40 KTS DEPENDING ON THE AIRSPD OF THE ACFT. WE DID NOT DECLARE AN EMER. WE WERE CLRED TO LAND ON RWY 4L AND WE LANDED SAFELY. WE TAXIED IN TO GATE. I MADE A LOG ENTRY FOR THE AIRSPD DISCREPANCIES. UPON CONDUCTING MY POSTFLT; I OBSERVED THAT THE LOWER L PITOT TUBE WAS DAMAGED AND BENT OUT ABOUT 45 DEGS AWAY FROM THE FUSELAGE OF THE ACFT. I THEN ENTERED A SECOND ENTRY IN THE LOG AND NOTIFIED MAINT CTL.