Wil reviews RockShox Flight Attendant XC

RockShox Flight Attendant first arrived in 2021 as a high tech, fully automated electronic suspension system. A long-awaited response to Fox Live Valve, the first iteration of Flight Attendant was primarily targeted at longer travel trail and enduro bikes. However, given the system’s obvious efficiency advantages, we knew it would only be a matter of time before RockShox would bring this tech to the XC racing world.

In 2023 we finally received a clue, with prototype Flight Attendant forks and shocks appearing on the bikes of numerous World Cup racers including Loana Lecomte and Nino Schurter. Having since been proven at the highest level of the sport, RockShox Flight Attendant XC is now finally ready for its public debut.

I’ve been riding the system over the past couple of months on the new Specialized Epic, and here we’ll be diving into all of the technical details behind Flight Attendant XC. I’ll be discussing what’s new, how it all works, and what it’s like to ride on the trail.

An overview of RockShox Flight Attendant XC

The new XC version of RockShox Flight Attendant appears to be quite similar to the system that we reviewed in 2022.

It still utilises three main components, which includes a fork module, shock module and pedal sensor. The suspension modules are identical to those found on the existing Flight Attendant forks and shocks, featuring the same servo motors, wireless communication and AXS batteries.

Of course the suspension itself is different, with Flight Attendant XC based around the latest 2024 RockShox SID range. You’ll find a SID or SID SL fork up front, and a SIDLuxe shock out back.

What really sets Flight Attendant XC apart though is its powermeter integration. It’ll still work with a basic pedal sensor, but utilising an AXS-enabled powermeter gives the system a whole new stream of data to interpret and help improve its decision making. On top of that, it can now pair with your AXS derailleur so it knows what gear you’re in as well. Spooky!

While not essential to the operation of the system, you can pair Flight Attendant with a SRAM AXS controller. This gives you the ability to engage Override mode, and you can also use it to switch between suspension modes when in Manual mode.

Hardware aside, it’s really the firmware driving it that represents the biggest change with Flight Attendant XC. With the arrival of powermeter integration, RockShox has updated the algorithm accordingly. There have also been significant refinements to the system’s adjustability and customisation options, which I’ll discuss in more detail shortly.

How does it work?

The function of RockShox Flight Attendant XC is much the same as the existing version. Put simply, it utilises a variety of sensors to determine what the rider and terrain are doing, before automatically adjusting the fork and shock between three preset modes; Open, Pedal or Lock.

It does this by measuring incoming bump forces thanks to accelerometers that are built into the suspension modules. They also incorporate pitch sensors, which means the system can detect whether you’re climbing or descending.

With the addition of a powermeter, Flight Attendant XC can now measure the rider’s input through the pedals. The idea here is that if you’re sprinting and laying down maximum watts, the system will want to firm up. If you’re soft-pedalling along a fireroad, the suspension is more likely to stay open.

Here’s where things get really clever. Flight Attendant records your power output from each ride and creates four Effort Zones based on that information; Low, Medium, High and Sprint. RockShox calls this new feature Adaptive Ride Dynamics.

The system accumulates all of this data from the last seven rides to build a picture of your riding style and help inform its decision making process. It’s claimed to make some 80 calculations in the time that it takes a human eye to blink, and once it decides what to do, the suspension modules will automatically adjust the fork and shock. Often it will adjust both simultaneously, though it can also make independent adjustments. This typically happens on a technical climb, where the system firms up the shock while leaving the fork open. This is referred to as ‘split state’, and in my experience, it’s one of the key advantages of Flight Attendant over a manually-operated system.

Adjustability & customisation

Auto mode is the default setting for RockShox Flight Attendant. This is where the system does all the hard work by adjusting the suspension settings for you. Set up your pressures and rebound settings, calibrate Flight Attendant in the SRAM AXS app, and ride away.

While it is automated, you can adjust the Bias of the system so it’s more likely to default to Open or Lock. The Bias level is initially set to neutral (0), but you’ve got two settings in either direction to encourage the suspension to open up (-1, -2) or firm up (+1, +2) more of the time.

Even in Auto mode however, you have the ability to switch into a predetermined setting at the flick of a button on the AXS controller. This is called Override mode, and you can change your preferred setting via the app.

Speaking of the app, it now gives you the ability to disable the fork and shock lockout entirely. This means the system will only switch between the Open and Pedal settings, which introduces some neat customisation options. More on that in a bit.

Prefer to make your own decisions? You can use the AXS controller for adjusting the suspension manually. Switch the system over to Manual mode, and you’re able to change between the Open, Pedal and Lock settings as and when you like.

Are the updates available for existing RockShox Flight Attendant users?

They certainly are! There’s a new firmware update that will be available free of charge for anyone that owns an existing Flight Attendant trail or enduro setup.

Simply use the SRAM AXS app to update the firmware, and you’ll be able to tap into all of those new adjustment options. Additionally, if you’re using a powermeter on your bike you’ll also be able to pair it with Flight Attendant to unlock the Adaptive Ride Dynamics function.

How much does RockShox Flight Attendant XC weigh?

Based on real-world weights that I’ve taken in my workshop, the RockShox Flight Attendant XC system is 166g heavier than a conventional cable-operated setup.

This comparison is based off a Flight Attendant setup with a 120mm travel RockShox SID Ultimate fork, a 190x45mm SIDLuxe shock, and a SRAM XX SL spider-based powermeter with a 34T chainring. I compared that with the non-Flight Attendant equivalent paired to a TwistLoc Ultimate remote and a standard chainring. However, if you were to include a powermeter, the difference shrinks to just 81g.

Here’s the breakdown of the individual weights of the Flight Attendant components;

• RockShox SID Ultimate Flight Attendant Fork – 1,616g
• RockShox SIDLuxe Ultimate Flight Attendant Shock – 342g (190x45mm)
• SRAM XX SL AXS Powermeter & 34T Chainring – 155g
• Total Weight – 2,113g

And here’s how those weights compare to a standard setup with a TwistLoc remote and cables;

• RockShox SID Ultimate – 1,510g
• RockShox SIDLuxe Ultimate – 250g (190x45mm)
• TwistLoc w/Cables – 117g
• SRAM XX SL 34T Chainring – 70g
• Total Weight – 1947g

What bikes will it be coming on?

At the time of launch, RockShox Flight Attendant XC will be available on the new Specialized S-Works Epic and the Pivot Mach 4 SL.

However, looking at the shock compatibility list it appears there are more bikes to come. RockShox lists shock options for the Canyon Lux Trail and Lux World Cup, the Mondraker F-Podium, the Orbea Oiz and Oiz TR, as well as the Santa Cruz Blur and Blur TR. As such, we expect more bikes to be announced in the near future.

How much does it cost?

There is no aftermarket pricing for RockShox Flight Attendant XC just yet, though we’re told that a standalone upgrade kit will be available from June 2024.

To get a ballpark figure on cost, it’s worth noting that the current enduro version of Flight Attendant is available as an upgrade kit (fork, shock and pedal sensor) for around $5,000 AUD. Add a powermeter into the equation, and you’ve got a rough idea of pricing.

In the meantime, the only way you’ll be able to get Flight Attendant XC is on a complete bike. You’ll need deep pockets however. At the time of writing, these are the two bikes that we have pricing on;

• Specialized S-Works Epic – $24,000 AUD
• Pivot Mach 4 SL Flight Attendant – $21,999 AUD

No doubt about it, that’s a serious amount of cash. We do expect the price of entry will get lower over time however, particularly as the likes of Canyon and Orbea get into the game.

Testing RockShox Flight Attendant XC

Over the past couple of months I’ve been riding the new RockShox Flight Attendant XC system on a 2024 Specialized S-Works Epic. Featuring 120mm of travel at both ends, it’s a modern XC race bike that’s designed for maximum capability on steep and technical courses. Being the S-Works model, it’s a stupendously high-end machine thanks to its fully wireless drivetrain, dropper post and suspension. I particularly like the clean, wireless cockpit with its symmetrical AXS Pod controllers.

I’ve had plenty of saddle time to get to grips with the bike and its shape-shifting suspension system, and having gained a lot of experience testing the original version of Flight Attendant against Fox Live Valve, we’re well aware of the system’s quirks and advantages.

I say this because if you’re new to it, Flight Attendant does take some getting used to. There’s a high-pitched zzzzzt every time the suspension makes an adjustment, and the LEDs on the fork module will light up to let you know which mode you’re in.

If you’re used to riding with your suspension wide open most of the time, you’ll notice the whole bike feeling firmer with Flight Attendant regularly switching into the Pedal and Lock modes. In some cases this can allow you to run a softer and more descending-focussed suspension setup, so it’s worth experimenting with pressures and rebound settings to get the most out of it.

You may also want to try adjusting the Bias setting, as sometimes you’ll find the system chooses a firmer or softer mode than you’d prefer. Before doing that however, it’s worth giving Flight Attendant XC a few decently hard rides so it can build an accurate profile of your power output. Its decision making is only as good as the data you give it, and it takes time to populate your Effort Zones.

Electrified efficiency

Following the initial set up period, Flight Attendant XC has only gotten better each time I’ve ridden it. Part of this is me getting used to the system, but it’s also due to it getting used to me, with the adjustments becoming more seamless and natural over time.

No doubt the biggest advantage is the improved pedal efficiency. Whenever you put down the power down the suspension wants to firm up, helping to translate more of your effort to the rear tyre. Unlike a bike with a binary 2-position lockout however, Flight Attendant is able to select the intermediate Pedal mode, which is ideal for traversing natural off-piste terrain. As well as improving pedal response, this mode also lifts the bike’s dynamic ride height, giving you more ground clearance while sharpening up the handling. If the trail surface then smoothens out, the suspension will switch to Lock for maximum efficiency.

Of course anyone with remote-activated suspension on their XC bike can change modes on-the-fly, but it’s unlikely that you’ll do it as fast or as frequently as Flight Attendant. I had numerous instances of this, where the suspension would firm up and boost the pedalling platform in a situation that I was too busy concentrating on the trail to think about flipping suspension levers.

A great example was sprinting out of the bottom of a steep descent. As the trail levelled out, the suspension would switch modes far quicker than I would ever be able to attempt manually. Pedalling into a jump or hitting a surprise drop is also met with a satisfying benefit. Flight Attendant’s sensors can detect freefall, so as you sail off a lip you’ll hear the electronic motors zip the fork and shock into the Open position, ready to absorb the landing as your tyres come back down to earth. Pretty cool eh!

Split state of mind

In addition to its rapid autonomous response, it’s the split suspension state that stands as one of the key strengths of RockShox Flight Attendant over a cable-operated fork and shock. Having the shock firm up and the fork remain open is ideal for attacking steep and rocky climbs. The fork can still sag into its travel to keep the front end low, while being able to absorb vibration and chatter that would otherwise be transmitted into your wrists.

That particular scenario is not dissimilar to the Medium suspension setting on the Orbea Oiz. However, while the Oiz offers just three manually-operated suspension settings, Flight Attendant can achieve five thanks to split state. And of course it manages to do all of that automatically without a remote and two extra cables cluttering up the cockpit.

Electronic wizardry aside, Flight Attendant XC’s brilliance is no doubt made possible thanks to the top-notch performance from the latest SID and SIDLuxe. The suspension is beautifully supple and reactive in the Open mode, offering superb grip and big-hit control that sets a new benchmark for modern XC bikes. I’ve spent a lot of time on the analogue version of this fork and shock, and it is seriously good stuff. Check out my long-term review bike for more.

Are there any downsides?

Obviously the price of entry is very high and stands as the biggest downside of RockShox Flight Attendant XC. Hopefully we’ll see that barrier get lower in the future.

It otherwise shares the same quirks as its longer travel siblings that we’ve discussed in detail before. The system introduces two new batteries that you’ll have to remember to recharge, though RockShox says you’ll get 20-30 hours of ride time before that happens. You can check battery status via the SRAM AXS app, but for those who are especially forgetful, you’ll be happy to know that the system defaults to Open should you run out of juice.

The coloured LEDs can potentially be distracting while riding, though you can dial that back by selecting the Stealth mode in the app. It’s not an issue on our Epic test bike as the handlebar partially obstructs the module anyway, and I have to say that I quite like how the side LEDs light up a different colour to indicate which Effort Zone you’re currently in.

In terms of performance downsides, my initial experience was hampered by an overly firm fork when in the Pedal mode. On rocky and technical climbs, I found there was too much feedback being passed up through the front wheel and into my wrists.

This turned out to be due to a simple calibration issue. I was able to solve it by removing the AXS battery from the fork module and reinstalling it, which allows the servo motor to clock back to Open and zero out. I also recalibrated the whole system with the app, a procedure that only requires a flat surface and 30 seconds of your time.

Once I’d reset everything, the fork was far more reactive in the Pedal mode and I was back to where I needed to be.

It’s still not as quick as Live Valve

Although Flight Attendant is generally quite seamless, there are times where it can be slow to react. If you’re in the Lock setting riding along a road and you hit a kerb, you’ll feel the full force of the impact since the fork won’t unlock in time. This differs to the near-instantaneous reaction of Fox Live Valve. Even Specialized’s old Brain damper is quicker to respond to a direct impact like that.

RockShox may be right that Flight Attendant can make a decision every five milliseconds, but it takes a bit longer for it to execute that decision. This is partly due to the electronic servo motors, which can only move so quickly. It also comes down to the bump force accelerometer, which ideally should be located at the fork’s dropouts rather than up at the crown where it’s partially isolated from the terrain.

The above scenario is quite specific though, and it’s not one I encountered all that often. The issue is also less critical compared to Fox Live Valve, where the default mode is Firm and the system needs to be super fast reacting to open up. This differs to Flight Attendant where the default mode is Open, and the suspension only looks to firm up when you’re pedalling.

Removing the fork lockout

I did find I could bypass the above situation by disabling the fork lockout in the SRAM AXS app. This means the fork can only cycle between Open and Pedal, while the shock is free to switch between all three modes.

At the same time I set the Override mode to Lock. This gave me an instantaneous and wireless dual lockout when needed, before a click of the same button on the AXS controller flipped the suspension back into the Auto mode.

This configuration has proven to be an absolute winner. The fork never locks out on its own while riding off road, which is great for technical trail riding. But if I have a smooth section coming up, say on a climb or speeding towards the finish line, I can quickly engage a fully rigid setting for maximum stability.

The other advantage of having the Override mode set to Lock is that the suspension won’t accidentally unlock if you hit a small bump while you’re reefing at the bars out-of-the-saddle. That’s an excellent feature for racing applications.

Alternatively you can use the Manual mode to cycle through the suspension settings as quickly and as often as you like. I did several rides in the Manual mode, and soon found myself missing the split state and the ability to disable the fork lockout. On more than one occasion I also ended up partway down a descent realising I had accidentally left the suspension locked out. Classic.

Going back to Auto mode didn’t just prevent that from happening, it also revealed how regularly the suspension was adjusting settings on its own. According to RockShox, Flight Attendant made no fewer than 1,325 suspension adjustments on Nino Schurter’s Scott Spark RC during his XCO win at the Lenzerheide World Cup. That’s a lot, and it highlights the benefits of what this system can bring to a competitive environment.

Flow’s Verdict

We’ve been impressed with RockShox Flight Attendant ever since it debuted back in 2021, but the new XC variant takes its potential to a whole new level. By integrating a powermeter the system is better able to read the inputs from the rider, improving its responsiveness and decision-making abilities. Along with the option to disable the fork and shock lockout, there’s greater scope for customising the system to your needs.

We love that RockShox will make many of the new features compatible with the existing trail and enduro versions, which is good news for current users. However, it’s in this XC application where Flight Attendant’s efficiency-boosting capabilities make the most sense.

It offers a tangible improvement to your bike’s pedalling performance, all in a slick wireless package that helps to remove distractions while racing. The way the system learns your power profile and adapts the algorithm makes it far more intuitive, and as a result I’ve found myself thinking less about the suspension and just concentrating on the trail ahead. That’s a fantastic advantage, and it’s only amplified by the superbly supple action of the excellent SID fork and SIDLuxe shock.

Of course none of this tech comes cheap, and for many riders Flight Attendant will exist well outside their budget. We expect prices will come down in the future, but for now it stands as a significant investment.

Whether it’s worth it to you will depend on how much you value pedal efficiency and the automated control. There’s no denying the improved pedalling response that Flight Attendant brings to the party, and that’ll be appealing to competitive XC racers who would prefer not to be constantly toggling remote lockouts on every lap. For those who can afford it, Flight Attendant is a genuine game changer that represents the very pinnacle of XC suspension right now.

ABOUT THE REVIEWER - Wil Barrett

Hometown

Bendigo, Victoria

Height

175cm

Weight

65kg