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Key points: A simple, integrated, easy-to-use, and automatically controlled suspension provides riders with what they want: a firm suspension when stable, and an open suspension when bumping or going downhill.
Price: US$9,500 to US$12,500, depending on the bicycle model. Weight: The flight attendants increased the total weight of the bicycle by 308 grams.
Flight attendant (FA) is an automatic electronic accessory for certain RockShox suspension components. The system consists of three wireless sensor groups—one in the fork, one in the shock absorber, and one in the crank—and electronic actuators in the fork and shock absorber, which can switch the damping mode. In the first iteration, FA can only be used as the front fork and shock absorption system of a full suspension bicycle.
In automatic mode, FA uses its three sensor groups to collect information from the wheels, if the bicycle is uphill or downhill, and the rider’s input, and provides this information through an algorithm to select one of the three front fork and shock absorption modes. Kind-open, pedal, firm. RockShox said that flight attendants “make suspension position decisions every five milliseconds,” but they won’t tell me how quickly the system can change modes. But we know that the mechanism of FA is essentially a motor, which can rotate the crown adjuster of the front fork and the pedal mode lever of the shock absorber, so the mode switching is not done instantaneously.
Jon Cancellier, RockShox’s product manager, said that the flight attendant’s view of altitude is “open is our default setting: it is safe, predictable, and comfortable. We are using the system to make a decision to stay away from openness. How the algorithm handles it Information received: This is the secret. This is what we have spent thousands of hours developing.”
The flight attendant mainly acts on the low-speed compression circuit, although in some cases (mainly pedal and lock) high-speed compression works. It does not change the rebound damping or spring stiffness of the suspension. Normally, the system selects the same mode for the fork and suspension, but in some cases, it may enter a split state: open the fork/pedal suspension or pedal the fork/lock suspension.
The rider can turn off the automatic mode and manually switch between the three modes using the handlebar remote control or the controls on the fork crown. When in automatic mode, the rider can manually lock the suspension through the handlebar remote control, and only needs a short effort to surpass the automatic mode. The system remains in the override/lock mode until the rider toggles the handlebar remote control to switch it back to automatic mode.
When the FA component is shipped from the factory, the overlay mode is set to lock, but the rider can change the overlay mode to open or pedal through SRAM’s AXS application.
Air pressure, number of stages (using volume shims/tokens) and rebound damping can be adjusted like standard RockShox suspension products. In addition, there are 10 virtual low-speed compression damping in the front fork and shock absorber, you can use the fork controller or SRAM’s AXS application to adjust.
Another adjustment is “bias.” A positive bias setting means that the system is more likely to lock up; a negative bias setting means that the system is in the on mode more frequently.
The use of flight attendants does not require the AXS application, and many settings can be done through the fork controller.
You can set suspension sag and rebound damping just like any other suspension bike. Once you have set these, you can do a simple two-step calibration. After calibration, you can ride: the system will do its job automatically. The system wakes up when it senses movement, and only goes to sleep when the bicycle is stationary for a few minutes.
When the system is in automatic mode, you can use SRAM’s AXS handlebar controller to trigger a lock-in override-for example, if you want to sprint. You can also set the flight attendant to manual mode and use the lever controller to cycle between the three modes: in this case, the fork and vibration modes are synchronized.
The FA front fork and shock absorber use the same battery (and charger) as SRAM’s AXS transmission and Reverb AXS lift seat post: the cadence sensor uses AAA lithium batteries, and the handlebar controller uses CR2032 button batteries. The battery life claimed by SRAM is:
There is only one flight attendant shock option: Super Deluxe Air. Up front, there is a flight attendant option for Parker, Lyrik and Zeb forks. Zeb is an updated version of the current fork, while Lyrik and Pike are both new front forks with a new chassis, improved air springs and less friction. The pedal sensor has XX1 and X01 cranks (165 mm, 170 mm or 175 mm length, with 30T, 32T, 34T or 36T ring). RockShox hinted that off-road parts with flight attendants are about to appear.
Currently, the only way to get a flight attendant is to buy a bicycle equipped with this system. At the time of launch, there were six bicycles from four brands. (Canyon’s FA bicycles are not sold in the United States).
The flight attendants do not need any unique mounting hardware, so bicycle brands can install the system on their existing or new frame with relative ease, if they wish. Since the brand does work closely with RockShox to make the best adjustments to its bicycles and ensure proper clearance of FA parts on the frame, flight attendant parts are currently not sold in the aftermarket, even if they are installed on bicycles equipped with this system . In addition, there are no plans to provide FA upgrade kits for existing RockShox suspension products.
The flight attendants introduced several fork updates. Currently, these updates are only available for RockShox models with flight attendants, although I suspect they will soon enter non-FA forks. Note again that Zeb with FA is an update of the current fork, while Lyrik FA and Pike FA are both new forks.
Buttercups — There are a pair of rubber discs in the golden aluminum housing at the end of the damper shaft, which is said to prevent 20% of high-frequency vibrations.
DebonAir+ — The volume of RockShox positive and negative air springs is rebalanced again. RockShox claims that this generation provides “small bumps similar to butter, increased support throughout the trip, and a higher overall ride height.” This update has a different meaning in Zeb than in Pike and Lyrik. In Zeb, RockShox “quite significantly” increased the size of the negative air spring and reduced the friction of the spring. Cancellier said that the overall theme of the new Pike and Lyrik is to reduce friction, and the DebonAir+ in these forks “is a new air spring designed specifically for the new [Pike and Lyrik].”
Pressure relief valve-the button valve on the back of the fork leg releases high-pressure air-caused by changes in altitude or air pressure-trapped in the lower part of the fork. The same concept as the air release valve introduced in the latest Fox 36, 38 and 40 forks.
“Rigidity reducer”-RockShox considered the torque cap when designing the down tube. These are large-diameter hub caps that increase the surface area of the fork/hub interface, (the company claims) improve stiffness and steering accuracy. If your hub does not have a torque cap, it may be tricky to align the hub and install the thimble. RockShox now fits small removable gaskets, making it easier to properly align the hub with the standard end cap and the barrel shaft.
In addition to off-road, e-bikes, and aftermarket options, SRAM can also do many things with flight attendants.
Currently, FA does not consider information from SRAM’s AXS drive system, the position of the AXS lifting seatpost, or the power meter. I can’t help but think that FA can make a better decision if it knows that you just gave up your position, or whether you pedal lightly at 90 watts instead of sprinting at 1000 watts. In addition, since most bicycles have more anti-squatting features at low gears and less at high gears, the gear you step on can also inform the FA mode.
Live Valve is a wired system that requires a large number of accessories to be installed for different sensors and battery packs, so the brand must design a framework around the system. The flight attendant does not need any custom connection points, so it can be installed on almost any frame. However, the flight attendant has 3 batteries, while the Live Valve battery is 1.
Live Valve switches modes within three milliseconds. According to my experience, this is much faster than the flight attendant’s mode switching delay.
According to my impression of both, these brands approach their systems from different angles: the default setting of flight attendants is to open and look for the reason for locking, while the default setting of Live Valve is to lock and look for the reason for opening.
The flight attendant is the ultimate execution of the traditional open-pedal climbing rod: make the suspension firm to adapt to climbing and smoother trails, and open to adapt to bumps and descents. But the flight attendant will automatically perform this operation faster, and more frequently than the rider’s manual operation of the fork and suspension lever.
Live Valve does make the suspension stronger in flat terrain, but because the solenoid valve of Live Valve is so fast, it switches modes faster and more frequently than flight attendants. Live Valve can switch modes in all situations: uphill and downhill, sliding and pedaling. If it feels that you have jumped down, it will even switch modes in the air.
The three members of the Bicycling test team have spent some time on bicycles equipped with flight attendants. Tara and Dan spent the day riding FA-equipped Specialized Enduro and YT Capra on Pennsylvania trails, and I rode with me on YT Capra Uncaged 6 in Durango for about a few weeks (although my available riding time was reduced by Shortened) affected by weather and disease).
I’m doing some timed tests to see if FA meets RockShox’s statement that “you will ride farther, faster and consume less energy” riding a bike with flight attendants: please in the next issue of “Bicycle” Look for this. At the same time, this is our impression of riding.
Dan: I have only ridden the SRAM flight attendant on my new bike twice, so although I want to be completely lost in the tangent of the future of computer-controlled bicycle suspensions. I will stick to my brief description of how the system works on S-Works Enduro.
In short, the stewardess works very well. If I hadn’t paid much attention to what the system was doing and its novelty, I could have easily stopped thinking about it altogether. It does make the 170mm endurance bike feel more efficient when I have zero input. The way the system explained to me is that the default mode is “on”. Essentially, the system will look for reasons to reinforce the suspension when you ride. I can adjust the deviation of the algorithm in five increments to make it lock faster or slower. Regardless of the settings, I cannot trick the system into doing things I don’t want it to do. For riders who think they can, there is a manual mode. But by then, the system has essentially become an electronic wireless locking device, and the XC racer in my mind feels very dizzy about this prospect. I think that flight attendants will provide the most services for mid- and long-distance cyclists who are not interested in the shuttle.
Tara: The flight attendant who only spent an hour or so had a hard time judging by the whole and declaring whether it was a winner or a loser, so please consider these my first impressions. Obviously, SRAM has done a lot of research and development work on this platform. It gives people the impression that it is a highly sophisticated and polished product. It is not rushed to the market in order to cause a sensation or catch up with hot new trends. It’s neat, uses SRAM’s existing and intuitive mobile app, and feels quite integrated into the bike. This is important when considering whether to invest in the system.
On the track, the system operates as promised by RockShox. When pointing downhill, it will open; when pointing uphill, it will harden. However, it is not just a fully electronic automatic locking function; it can also compensate for changes in terrain while riding. With every ups and downs on the trail, or small rocks or tree roots being run over, you can feel the difference in bicycle suspension.
Cycling on some slower, thicker trails in a bicycle park in eastern Pennsylvania, the flight attendants seemed to make quick enough adjustments without the many small and annoying overcorrections I expected. I was born with no talent for cycling uphill, so usually any help I can get is appreciated. Because I don’t have much time to ride on FA, I’m not sure if it makes me climb faster or more competent. In addition, I want to drive the system on wider trails, drive at high speeds in more rocks, brake bumps, and medium to large crashes, to see if my impression of flight attendants will change.
The feeling that the system handles every trail also brings noise, which to me is a bit annoying and abrupt. Although I am now expecting the “whoop” and “click” sound of my drivetrain stuck on the gear through eTap (or now my post is also dropped), I did not expect to hear it from my suspension . Unfortunately, because the system is always working, you will hear it *every*time* when you adjust* the suspension.
The flight attendants are launching long-distance travel endurance race and cross-country bike models. While riding the Capra in some technical woods on the east coast, I couldn’t help wondering what this package would look like on a short-travel, light-weight platform—such as Canyon Neuron or YT Jeffsy—compared to specially built endurance racing equipment. Compare. Based on my limited time on the system, bicycles in the 130-150 mm segment will benefit the most from flight attendants; a technology that simplifies the settings of the various paths you may ride. For now, the above two models are your only off-road vehicle options with this system; I think we will have to wait to see if other brands will launch some shorter travel models with flight attendants in winter and spring.
This is an impressive project, and it has been executed very well: it is small, discreet, and (probably) suitable for almost all bicycles. So far, it is easy to use and looks very reliable.
First of all: flight attendant or live valve? I have all ridden, and according to these rides, I think they are designed for different purposes. However, in general, I think Live Valve is doing more in more situations. Live Valve is also much quieter. But the flight attendant is simpler and more elegant, and retains the open mode suspension characteristics of the bicycle when it is descending.
Especially with regard to flight attendants, I will start with my negatives. For all the impressive technologies, to me, this system is a new variation of traditional lock-in. Compared with manually flipping one or more levers, it can definitely switch modes faster and more frequently. Nevertheless, it is basically an electronic version of Scott’s TwinLoc or Specialized’s BRAIN (although BRAIN is on/off, and FA is a three mode) more advanced implementation. I’m not sure if we have opened up any new areas from a performance perspective: this is all for convenience. For shorter touring bikes—with less suspension movement when climbing hills—especially shorter touring bikes with excellent pedaling methods (DW-Link, VPP, Switch Infinity), I’m not sure whether FA has enough benefits. Prove that the significant premium is reasonable. It is also a bit lagging, so the first blow when the system is locked is very sharp. Constant ziirrp, zoorrp I have to listen while climbing, because the system flip mode is also annoying. (I can’t hear when going downhill)
On the positive side, convenience is a good thing. Flip the plush, soft 165/170mm YT Capra to pedal or lock mode during climbing and smoother paths. It really makes it feel clearer and more efficient. When you reach decent, you don’t need to do anything to enjoy the luxurious unlocked suspension. The biggest reason I usually don’t use the lock is that I forget that I have opened and started to fall with my suspension locked. In addition, most of my climbing is not always smooth, so I don’t want to bother to flip my fork and shock absorber every 100 meters or so. Therefore, I just keep my suspension open. Using FA, the system will switch the system to the mode I choose. If I am not so lazy, and without any input, I can enter and exit different modes faster than myself. For those smooth sections, I get the benefit of a stable suspension, and when I bump into those bumpy places while climbing, I get the benefit of a sensitive suspension.
Therefore, from the perspective of bicycle feel, convenience and perceived benefits, I think FA is a victory. I also think this makes sense for riders who ride long-distance bikes with a lot of pedaling and climbing, especially those with low squat resistance. It may also make longer touring bikes more attractive to riders interested in their abilities, but worry about the way of climbing that usually accompanies plush touring bikes.
Post time: Oct-12-2021
