Timeline and Scheduling Questions

Minor single panel cosmetic work is typically one to two weeks. Moderate multi panel damage with paint blending is three to six weeks. Major structural work with a cap replacement is eight to twenty weeks, and parts availability drives most of that. Systems work is shorter: a slide mechanism is usually days, a roof membrane one to three weeks, a full refinish three to six weeks of prep and booth time. You get a written date at authorization and an update whenever it moves.

Because the volumes are tiny. A manufacturer might have built four hundred units of your floor plan in your model year, so molded caps, tinted windows, slide fascia and cabinet doors are made to order rather than stocked. Some suppliers batch production quarterly. Molded fiberglass caps commonly run six to fourteen weeks and we have seen longer. We order long lead items the day scope is approved and we give you the quoted lead time in writing rather than guessing at it.

Sometimes, and it depends where the job is. If the coach is buttoned up waiting on a backordered part and the systems are functional, we can often release it and bring it back when the part lands. If the roof is open, the sidewall is off, the slide is out of the opening or the coach is in paint, the answer is no, because moving it in that state causes damage. Tell us your trip dates at authorization and we sequence around them where we can.

It moves with the season. Spring, roughly February through May, is our heaviest intake because everybody wants the coach ready before summer, and appointments for non urgent work can run two to five weeks out. Late fall and winter are usually shorter. Collision intake is different: if a coach is not safe or not weather tight, we get eyes on it the same week regardless of the calendar, because letting an open roof sit is how a repair doubles in cost.

Generally yes. From October through January our intake is lighter, scheduling is easier, and long lead parts have time to arrive without eating your travel season. Southern California weather does not shut a shop down, so there is no seasonal quality tradeoff here the way there is in colder states. If you are planning discretionary work, a repaint, an interior remodel, a solar build or a roof replacement, booking it for late fall is the easiest way to shorten your wait.

Yes, and many owners do. We need a reliable phone number and email for approvals, because a job stalls fast when a supplement or a parts substitution needs an answer and nobody is reachable. Give us written authorization limits so we can keep moving on decisions under a set dollar figure. Clear out valuables and personal items before you go, leave a spare key with us, and note any slide or leveling quirks we should know about.

It stays on our property in Yorba Linda while it is an active job, which is normal on a backordered cap or a made to order window. We are a 35,000 square foot repair facility, not a storage yard, so if a job goes dormant for a long stretch because a part has no ship date or a claim is stalled, we will talk with you about pulling it out and bringing it back when the part lands. That conversation happens early, not as a surprise.

Yes. You get a written target date at authorization, built from labor hours, booth availability and the quoted lead time on every ordered part. When it moves, and on large structural jobs it usually moves at least once, you hear what changed and what the new date is. The two things that move dates most are supplement approval and a part that ships later than the supplier quoted. We would rather give you an honest revision than a comfortable fiction.

Three things, in order. Parts, especially molded caps, model specific glass and discontinued components. Carrier approval, particularly a supplement that requires a reinspection and has to wait on an adjuster route. And scope changes that surface mid repair, usually water damage found once a wall is open. Labor availability is almost never the constraint. That order is why we front load teardown and documentation, because getting real scope and the parts order into week one saves weeks at the back end.

We can compress the parts of the calendar we control and we cannot compress the parts we do not. Overtime, staged booth time and running body and mechanical work in parallel can pull a schedule in meaningfully. What no shop can shorten is a fourteen week cap lead time, a cure window for adhesive or paint, or an adjuster reinspection queue. If you have a hard date, say so at intake and we will tell you honestly whether it is reachable.

Typically three to six days in the shop. Most of that is prep and cure rather than application. Old sealant has to be cut out of every penetration, the surface has to be cleaned and primed, reflashing at the vents, air conditioners and skylight goes in, and each coating layer needs its cure window before the next one. Rushing cure time is exactly how a recoat fails within a season. Recoat and reseal runs $750 to $4,500 and up.

Three to six weeks for a full coach refinish, and length drives it more than anything else. Masking alone on a 40 foot Class A runs a full day or more. Then prep and substrate correction, primer and sealer with cure time between stages, base, clear, graphics replication, and cut and polish. A partial repair with a blend is much shorter, often four to eight days. Booth scheduling matters too, because a 45 foot coach occupies the bay for the whole cycle.

We are open Monday through Friday 8:00 AM to 5:00 PM and Saturday 9:30 AM to 3:00 PM. We are closed Sunday. Saturday is a good window for drop offs, pickups and walkthroughs, and it is often easier for owners coming up from San Clemente, which is about a 45 minute drive via the I-5 or the 73. Collision estimates are by appointment, so call ahead at (949) 799-3387. Insurance walk ins are welcome any day we are open.

Saturday is a working day here from 9:30 AM to 3:00 PM, and on a job with a hard deadline we will schedule production hours rather than only counter time. Sunday we are closed. Overtime does help on labor driven work such as prep, assembly and interior. It does nothing for cure windows, which are chemistry, or for a part sitting on a container ship. We tell you which category your remaining work falls into before you count on a weekend push.

Plan on three to six hours on the vehicle, and a full day if the coach is large or heavily modified. That covers a moisture survey of roof, sidewalls and floor with meters and thermal imaging, sealant condition at every penetration, slide operation and timing, appliance function, electrical under load, tank and plumbing pressure checks, tire dates, and brake and suspension inspection. You get a written report with photographs. Inspections run $400 to $1,200 depending on size and scope.

No. The property is an active body and paint facility with welding, sanding, solvent and lifted vehicles, and it is not set up or permitted for overnight occupancy. During the day, if the job is minor and confined, you can often wait onsite. For anything structural the coach will spend days at a time with the interior open, panels off or sealed in the booth, and it will not be habitable. Plan lodging before you commit to a large repair.

For a straightforward collision estimate, usually one to three business days. For an RV systems estimate at $150, credited to the repair, typically two to four days depending on how much testing the complaint requires. Diagnostics run one hour minimum at $285, also credited. It takes longer when teardown is needed to see actual scope, which adds several days but produces a number that holds instead of one that gets revised twice.

We inspect every part on arrival before it goes near your coach, which is why we photograph inbound freight on large items such as caps and glass. If it is damaged in transit we file with the freight carrier and reorder the same day. If the supplier shipped the wrong component, we reorder and absorb the coordination time. Either way you hear about it that day and you get a revised date, because a damaged molded cap can add six weeks to a job.