Echoing everyone's sentiments, glad to hear you are okay, Ron, thanks for sharing, and, too look at the bright side, now you can build your next one utilizing the experience of the 1st one to keep what you liked and change what you wanted to change!

 

When I was first getting acquainted with the Pitts, I had a pitot blockage on one of my early flights.  By ignoring the (lack of) airspeed, I found I had a much better landing than on previous flights where I was trying so hard to watch the indicator.  Something about putting the airplane in the groove and letting it fly where it is happy. 

 

AOA and  GPS groundspeed are both great backup capabilities, but don't forget about simply flying the airplane - IF the engine/accleration are normal (how do you know w/o airspeed? - experience).  You know how much back pressure to add, you know what deck angle to set the nose for climb out, etc...  now, on a constrained runway like Ron describes, you might want to divert to a landing at the "bigger" runway in the next town...

 

When it comes to landing, set the power the same way you always do, and the fly the pattern the way you always do, and, guess what, the airplane will have the same speed it always does.  Leave a margin for error, of course -- I wouldn't advocate anything approaching "maximum performance" maneuvering (like a tight turn to final).

 

I can hear the can opener humming now (another can of worms) -- you will be much more comfortable in this situation (when it happens airborne, I mean, not on takeoff roll) if you have become comfortable/proficient with approach-to-stall training in your aircraft. 

 

Jim