On November 10, 1995, at 1815 eastern standard time (EST), a Cessna 210E, N2314F, landed gear-up at Newport News/Williamsburg International Airport, Newport News, Virginia. The certificated private pilot and passenger were not injured. The airplane sustained substantial damage. Visual meteorological conditions prevailed and a VFR flight plan was filed. The personal flight was conducted under 14 CFR Part 91, and originated at Newport News, Virginia, at 1630 EST. The pilot reported that the purpose of the local flight was to practice takeoffs and landings. She stated that she retracted the landing gear without incident shortly after takeoff, and remained in the airport traffic pattern. The pilot stated that when she turned onto the base leg of the traffic pattern and placed the landing gear lever in the gear down position, the main landing gear did not extend. The pilot stated that she cicled the landing gear handle several times, but the landing gear did not extend. The pilot stated that she exited the airport traffic pattern to assess the problem. She tried to extend the landing gear using the emergency procedures and the manual emergency hand pump, but was unsuccessful. The pilot stated that she overflew the field and the rescue crew reported that the nose gear was extended, but both main landing gear appeared to be fully retracted. She stated that made an approach to a grassy field, adjacent to runway 20 at Newport News. She stated that upon touchdown, the aircraft slid on the moist grass, veered to the left and came to a stop onto the runway. The aircraft was examined after the accident by a Federal Aviation Administration (FAA) Inspector. The FAA Inspector stated that the aircraft touched down on the nosewheel and tail cone tie-down ring. He reported that the airplane teetered to the left during the landing, and the left wing tip, elevator and stabilizer struck the ground. The airplane was removed from the accident site, and placed on jacks for a functional test of the landing gear. The landing gear functioned normally, using an external hydraulic pressure source. According to the FAA Safety Inspector, the shaft for the engine driven hydraulic pump had failed. The FAA Inspector reported that examination revealed that the emergency landing gear handle was not extended "...all the way out, preventing it from operating full stroke."