Not only does Boeing not expect to see the 787 program turn profitable for at least another decade, the company says the stretched Boeing 787-9’s development has slipped into early 2014, and its first passenger version of the 747-8 will be late as well.

The revelations were made in Boeing’s 10-Q filing with the U.S. Security and Exchange Commission, rather than in the public comments company officials were making Wednesday, the same day, to analysts and the media about the company’s third-quarter results. During those talks, Boeing CFO James Bell said the 787 program is not expected to show a profit until 2021 at the earliest.

“With successful completion of the 787-9 critical design review, we have assessed the schedule and first delivery is now expected in early 2014, although we continue to look for opportunities to regain schedule,” the company told the SEC. The 787-9’s most recent schedule called for delivery in 2013, four years later than the company’s original plan when the twin-aisle jet was launched in 2004.

The 10-Q filing validates comments reported last July by Aviation Daily that 787-9 launch customer Air New Zealand was told to expect to receive the airplane in 2014, rather than in 2013, as promised. At the time, Boeing denied the slippage. The latest schedule delays emerged the same day that All Nippon Airways flew the first commercial 787 flight from Tokyo to Hong Kong after taking delivery on Sept. 26.

Boeing also revealed that the first delivery for the passenger version of the 747-8 will be made in the first quarter 2012 rather than the fourth quarter 2011. It attributed the change to “a delay in flight testing and the time required to incorporate all flight test-driven changes.”

The Boeing 747-8 emerged first as a freighter and was delivered to Cargolux on Oct. 12. The first passenger version will be delivered to an unidentified private customer in a Boeing Business Jet configuration. Lufthansa is expected to take delivery of the first commercial passenger version. It was scheduled to receive the new jet in December and put it into revenue service early in 2012. Now it will not receive the airplane until next year.

The 10-Q filing also included a cautionary note about the saleability of three of the six aircraft built and instrumented specifically for the 787 flight test program. Initially, Boeing expected that eventually all six could be refurbished and sold to commercial customers. Later, it determined that airlines were less likely to be interested than BBJ customers because the test aircraft would be heavier than standard production models.

But in 2009, Boeing concluded that the initial three test aircraft would require too much rework to remove sensors, wiring and other elements of the flight test program to make them saleable. It assigned their costs to research and development.