Another positive development was that Condit's innovations in assembly-line efficiency finally took hold, with the labor hours required to build a 737 dropping from a high of 30,000 to 6,500.
Condit studied Japanese automobile manufacturers, trying to imitate the efficiency with which Toyota and others manufactured soundly designed vehicles.
Condit pressed his divisions to speed up their manufacturing processes, but the assembly lines were still in the process of reconciling his new software with the old software, and the assembly lines backed up.
Condit instead went looking for complementary matches to Boeing's core business of commercial aircraft.
In 1965 Condit received an MS in aeronautical engineering from Princeton University and accepted a job at Boeing in Seattle.
He had Boeing buy Rockwell's space-related manufacturing business, and in December 1996 he engineered Boeing's takeover of McDonnell Douglas.
for Boeing's seeming to have overpaid for McDonnell Douglas and for Rockwell's space business, as well as for the falling value of Boeing's stock.
Condit introduced numerous new manufacturing techniques and aircraft designs that later resulted in huge savings in manufacturing all of Boeing's aircraft.
As president from 1992 to 1996, he tried to unify the computer programs into one set of simplified off-the-shelf software that all Boeing's employees could use.
On March 12, 2001, Condit announced that he was moving Boeing's headquarters out of Seattle. He said he wanted to keep management out of day-to-day business operations
the Managing for Value Program, trying to make his employees more conscious of the desires of the marketplace. This made many long-time Boeing employees even more restive
Boeing held on to 35,000 pages of proprietary Lockheed documents that had been used in a failed joint venture and were supposed to be returned to Lockheed. These documents gave Boeing an edge in bidding on rocket contracts
Since about 85 percent of the world's airliners had been built by Boeing, Condit began a new business dedicated to maintaining the aircraft for their owners, a business that had the potential to earn $74 billion a year.