Full Roof Replacement for Eastvale, California

Everything on the roof comes off. Air conditioners, vents, skylights, antennas, satellite domes, solar arrays, ladder brackets, refrigerator stacks and both side gutter rails. Each is labeled and stored. Then the old membrane and adhesive are removed down to bare decking, which on an EPDM roof is a scraping job and on a coated roof is considerably worse because the coating has to come off before anything else can. That phase is unglamorous and it sets up the quality of everything after.

With the deck bare, the real inspection happens. Every square foot is probed. Soft or delaminated plywood is cut out and replaced with matching thickness material properly fastened into the rafters, and rafters that have taken water are sistered or replaced. Only then does the new surface go on, followed by rebedding every fitting on fresh butyl with new gaskets, rebuilding both terminations, and finishing with the correct sealant. Nothing that came off the roof goes back down onto old material.

TPO is the most common choice for a recover and for good reason in this climate. It holds reflectivity, which matters when the coach sits in Inland Empire sun, it does not chalk down the sidewalls, and future repairs are heat welded rather than adhesive bonded. That last point is the one owners appreciate most in year eight when a branch punctures the sheet and the repair fuses rather than sticks.

EPDM remains a valid choice and it costs less. It is forgiving of foot traffic and it has decades of history behind it. Some owners of higher end coaches ask about converting to a laminated fiberglass shell, which is possible but a substantially larger project involving structure, not just surface. We lay out the options with real numbers rather than steering, since the right answer depends on how the coach is used.

There is no honest way to know before the membrane is off, which is why we quote with a stated decking allowance rather than pretending to a fixed number. Coaches that have been maintained and stored under cover frequently need nothing beyond the immediate area of a known leak. Coaches with a history of deferred sealant maintenance commonly need the perimeter around several penetrations and sometimes a long strip along one edge.

The worst cases involve rafters, and those are the ones where the schedule moves. A rotted rafter is not just a strength issue, it means the water has been sitting in the roof cavity long enough to reach the insulation and possibly the ceiling panels below. When we find that, we stop, photograph, and revise the estimate with the owner before continuing. Nobody gets a surprise supplement at pickup. That conversation happens with the deck open and the photographs in hand.

Flat, taut and clean, with no wrinkles, no bubbles and no adhesive telegraphing. Every flange should sit with an even butyl squeeze-out line and a continuous bead of self-leveling sealant over its perimeter and its fasteners. Both gutter rails should be straight and sealed. The terminations at the front and rear caps should capture the membrane mechanically, not just with sealant. Walk the roof with the technician before delivery and look at all of it.

You should also receive documentation: photographs of the bare deck before the new surface went on, a record of what decking was replaced, and the material specification for what was installed. That record matters years later when the roof needs service or when the coach is sold, and it is the difference between a documented major service and an owner claiming the roof was done at some point. Keep that record with the rest of the coach paperwork.