Early examples of the type were powered by a pair of PZL-5s, an older generation turbojet engine; these were considered to be underpowered and were only intended as a temporary measure while issues with the newer K-15 were being resolved.

It was chosen to adopt a British-developed Martin-Baker Mk.10 ejection seat; consideration was reportedly given to the incorporation of foreign-sourced avionics from French aeronautics company SAGEM.

[1] While the Polish Armed Forces were heavily impacted by curtailed budgets during the 1990s, the service intended to take delivery of five M-93K aircraft by the end of 1995, while plans for purchasing an additional six-to-eight Irydas were publicly discussed.

[2] During January 1996, funding was redirected by the Polish Government to support the Iryda programme; this was to not only to acquire additional aircraft but to finance upgrades to both the avionics and the engines.

[1] However, Colonel Janusz Karpowicz of the Deblin pilot-training school criticised the Iryda for possessing longitudinally "heavy" controls, a relatively high approach speed, and the capability of its avionics.

[4] In February 1996, the Polish Air Force grounded its Iryda fleet and froze its orders for the type following a fatal accident on 24 January of that year.

[4] During March 1996, the Warsaw Institute of Aeronautics abandoned development of its new D-18A engine, which was intended to power future combat-orientated versions of the Iryda, reportedly due to market viability concerns.

In the summer of 2002, PZL-Mielec relaunched development of the type, resuming flights of the Iryda on 22 July of that year, while attempting to gain interest and secure orders.

Dubbed Iskra 2, it received a new Thales-supplied avionics suite and featured underwing hard points to enable it to carry armament, external fuel tanks, and other equipment.