Procedure
The Procedures We Follow and How You Can Check Them
Ten written procedures covering structural measurement, adhesive and sealant handling, paint application and cure, moisture verification, torque specification, cleanliness control, ADAS calibration, LP and electrical certification gating, documentation and final inspection at OCRV Center.
A standard you cannot check is a slogan
Every procedure below is written so that the question "did you do this on my coach" has a yes or no answer with a record attached. Moisture readings are logged with values and locations. Structural measurements are recorded before and after. Paint cure is a timestamped booth cycle, not an opinion about whether it felt dry. Calibration events produce a printed report.
That structure is what lets us stand behind a repair without making a promise about the future, and it is what an insurance carrier needs when a supplement gets questioned. A photograph of a bond line prepped to spec settles an argument that a paragraph about our commitment to excellence cannot begin to address.
Where the standards are stricter than the industry norm
Three places. Moisture verification, because a laminated sidewall repaired over wet core fails within two seasons and looks fine on delivery. Adhesive cure time, because the structural adhesives used on cap and sidewall bonding reach full strength on a clock that does not negotiate with a delivery date. And certification gating, where LP and refrigerant work is performed only by the certified technician even when that means the vehicle waits.
Each of those three costs calendar time on a repair. A Hacienda Heights owner who needs the coach back by Friday is not going to enjoy hearing that the cap bond needs another day. It is still the right answer, and saying so in advance is more honest than discovering it as a delay.
10 procedures
Each one produces a record
Procedure 1
Nothing is scoped from a photograph
Every estimate is written with the vehicle physically present. The service writer walks it with the owner, records VIN, chassis tag, appliance model plates and slide controller part numbers, and photographs the four corners plus the roof from the ladder. Phone descriptions are used to route the call to the right estimate tier and to check parts availability, never to produce a number. This is why a price is not given over the phone and why the teardown hour is billed rather than absorbed.
Procedure 2
Structure is measured before the first pull and again after each stage
On any job that touches frame, subframe, unibody or cap mounting, measurement against factory datum points is recorded before disassembly, again before the first pull, and again after each pull stage. The sequence is written on the work order. That record is what goes to an adjuster when a supplement is needed, and it is what an owner can request a copy of. A pull performed without a documented before and after reading is not a procedure, it is a guess with a hydraulic ram attached.
Procedure 3
Moisture is read on a grid against a baseline taken on the same coach
Roof, sidewall, slide floor and subfloor readings are taken on a grid and compared to a dry reference area on the same vehicle, because absolute meter numbers vary by material and by instrument. The grid and the readings go on the work order. The boundary that comes out of that map is what determines repair against replacement, which means the scope decision is traceable to recorded data rather than to a technician's impression on the day.
Procedure 4
Void boundaries are mapped and photographed before a method is chosen
On delamination work the void is located by tap testing and thermal differential, its perimeter is marked on the panel, photographed with a scale in frame, and moisture is read inside the boundary. Only then is vacuum injection or panel replacement selected. Both methods are performed in this building, which is what makes the choice a technical one. A shop that performs only one method will recommend only that method, and the mapping step is how you can tell the difference.
Procedure 5
Color is matched with a spray out card and a let down panel, not from a code
The paint code is a starting point. A coach that has stood in San Gabriel Valley sun for eight years is no longer its code, so every refinish begins with a sprayed card checked against the actual panel in daylight, and on metallics and tri coats a let down panel to set the coverage. Panel mapping decides the blend strategy before a gun is loaded. The card stays with the job file so a later repair to the same coach starts from a measured point.
Procedure 6
Film thickness is read with a gauge before the job leaves the booth area
Dry film thickness is measured with a gauge at multiple points across every refinished panel and recorded. Thin film fails early and thick film cracks, and neither is visible to the eye at delivery. Flash times between coats and the bake cycle are timed rather than estimated, and cut, buff and polish happen after the cure window has closed. A finish polished inside its cure window looks correct at pickup and dies back within months.
Procedure 7
Structural welding is performed by certified personnel only
Welding on frame, subframe, cap mounting structure, generator bay floors, lift gate mounting plates and upfit subframes is performed by certified personnel, and the work order records who by role and to what procedure. Where a repair calls for a technique outside what is certified here, the job is declined rather than attempted. Fabricated components are billed as fabrication hours and described on the estimate, not folded into a parts line where nobody can audit them.
Procedure 8
LP systems are pressure tested by an LP certified technician whenever a line is opened
If any gas line, fitting or appliance connection is disturbed for any reason, including incidentally during a collision repair, the full gas train gets a timed pressure drop test on a manometer by an LP certified technician before the vehicle is released. The reading is recorded on the work order. This is not an upsell and it is not optional on our side; it is the step that makes reassembly of a gas system defensible.
Procedure 9
Refrigerant circuits are opened only by EPA 608 certified personnel
Sealed refrigeration systems in roof air conditioners, residential refrigerators and absorption cooling units are recovered, evacuated and charged by EPA 608 certified personnel, with recovery logged and the hazmat and disposal line applied at $45 flat. A shop without that certification cannot legally open the circuit, which is why it will recommend replacing an assembly that could have been repaired. Ask any shop for the certification before you accept a replace recommendation.
Procedure 10
Every job is walked against its own estimate line by line before pickup is offered
Before an owner is called, someone walks the finished work against the estimate one line at a time. Panel gaps are measured, slides are cycled through full travel under power, awnings are run out and locked, gas systems are pressure tested if a line was opened, refrigerant circuits are leak checked if one was breached, and water systems are held under pressure. Anything that does not match its line goes back into the shop before the phone call, not after it.
Questions
Questions on this
Can I see the documentation for my own repair?
Yes. Photographs, measurements, moisture logs and calibration reports for your vehicle are yours on request. On an insurance job the carrier receives the same package, which is the point of assembling it.
What happens if a step gets missed?
Final inspection is a separate signature from the technician who performed the work, specifically so that a missed step is caught by someone whose schedule does not benefit from skipping it. When something is found at final, the vehicle goes back rather than out.
Ask us to prove a step happened on your vehicle
Photographs, measurements, moisture logs and calibration reports for your job are yours on request. On a claim, the carrier gets the same package.