Products · Interceptor · Available Q4 2026
INT-9
Iron Shield’s own high-speed interceptor, designed in house and wholly owned. INT-9 finds the target with its own vision system, locks on with onboard AI and runs it down at up to 595 km/h*, with your operator in command of every engagement. Navigation that does not depend on satellites ships as standard, and it is built for −40 °C and up to 6,000 m. Flying now in contested airspace against active jamming, and available to order for Q4 2026.
In testing now · available to order for Q4 2026
INT-9 is flying now in contested airspace against active jamming, and it is available to order for Q4 2026 delivery. Swarm formation flight, the last capability on the roadmap, follows in Q1 2027. 595 km/h was achieved in development testing; the other figures are current design values, and the availability and swarm dates are Iron Shield’s current plan and are forward-looking. INT-3 and INT-5 are available to order today.
Why INT-9
Attacks arrive in stacks.
A Shahed-type attack is not one aircraft. They arrive in stacks, commonly five to seven airframes on the same axis within minutes of each other, flown that way deliberately, to saturate whatever is defending the target. An interceptor that answers one of them has not defended anything. INT-9 is the answer to that arithmetic.
INT-9 gallery
Tested where the jamming is real.
INT-9 is currently being tested in contested territory against active jamming, the conditions it is built for, and its night flights are done, with the thermal camera performing well in the dark. It flies without wings for speed on interceptor duties and takes a wing add-on when the mission is ISR. Its multi-camera vision nose with onboard AI lock-on finds the target and holds the lock by itself, day or night.
With the wing add-on
The wing add-on goes on when the mission is ISR. Four rotors on the tail arms, sensor nose forward.
No wings, more speed
Without the wing add-on it flies cleaner and faster, the way it is set up for interceptor duties.
Standing on its tail
Upright on the tail fins, nose to the sky, in the interceptor configuration with no wings fitted.
The airframe as designed
Hull, nose, tail and the wing add-on on its mounting collar, straight from the engineering model, shown without rotors fitted.
Arriving Q1 2027
Swarm formation flight
INT-3 and INT-5 are available to order today, and INT-9 follows for Q4 2026. Swarm formation flight arrives in Q1 2027: a group of interceptors launched and flown as one coordinated formation against a multi-track raid, each airframe holding its own track, under one operator and with a qualified human retaining authority over every engagement.
One interceptor against a stack of seven is a queue. A formation against a stack of seven is a defence. That is the whole of the argument, and it is why this is the capability we are putting development effort into rather than more speed on a single airframe.
The same formation answers both jobs the threat presents: the drone heading for a substation, a water plant or an apartment block, and the drone heading for a forward position with a section of soldiers in it. Protection does not change shape depending on who is underneath it.
Coordinated formation
Multiple interceptors flown as one group, with track assignment across the formation rather than one operator per airframe.
Track-per-airframe
Each interceptor holds its own assigned track through the terminal phase, so a seven-airframe raid is answered by seven simultaneous intercepts rather than seven sequential ones.
Human authority retained
Autonomy compresses the timeline; it does not remove the operator. A qualified human commands the engagement, exactly as on INT-3.
GNSS-denied as standard
Vision-based navigation ships on every aircraft, so the formation holds together when satellite navigation is jammed, which against this threat it will be.
Why the cold matters
A lock that fails at −40 °C is not a defence.
Canada’s approaches and NATO’s northern flank are not temperate. Most systems in this class are specified for conditions that do not exist there. INT-9 is specified to −40 to +60 °C, and holding target lock at the bottom of that range is the property the whole design is built around. An interceptor that works in Ontario in April and not in Nunavut in January defends the easy half of the country.
*595 km/h achieved in development testing; maximum speed depends on configuration. Q4 2026 availability and Q1 2027 swarm capability are forward-looking.
What the interceptor does
Certified avionics, not hobby hardware.
INT-9 is designed and built to civil aviation software and hardware assurance standards. That is unusual in this class and it is deliberate: an aircraft that is going to be flown near people, in a formation, under a human operator, should be built to the standard aviation applies to aircraft that carry people.
Flight control & guidance
Fully autonomous flight control with vision-based navigation for GNSS-denied operation. Threat selection and follow, held through the terminal phase. Selectable intercept geometry: the angle at which the interceptor closes on the track. Manual control on operator demand, with fly-by-camera as the fallback.
Sensors & peripherals
Inertial and magnetic sensing fused with external cueing, so an external radar can put the interceptor onto a track before its own optics have it. ADS-B, altimeter and gimballed day/night optics are carried on the airframe, and the fused picture is what holds the lock through the terminal phase.
Design standards
Developed to DO-178C (airborne software) and DO-254 (airborne electronic hardware), under an ISO 9001 quality system, with redundant power and custom failsafe routines defined per flight phase. Acceptance test reports and certificates of conformity available under NDA.
Mission programming
Model-based design with customisation down to PID level. Flight phases (take-off, cruise, terminal and recovery) are programmable, as are failsafe, phase-change and operational automations. Custom protocols and an external mission computer are supported.
Data protection
Encrypted data handling throughout, with onboard erase of mission data before the terminal phase. An interceptor that does not come back should not leave anything recoverable in a field.
NATO-standard integration
Built to integrate with allied command-and-control rather than replace it, with defined interfaces for track handoff and external radar cueing. Interoperability is an engineering objective and is subject to platform-specific validation and approval.
The properties above describe design intent and the assurance standards INT-9 is being developed to; 595 km/h was achieved in development testing. INT-9 is available to order for Q4 2026 delivery, and every supply remains subject to test, licensing, and export-control and end-use authorisation.
*595 km/h achieved in development testing; maximum speed depends on configuration. Q4 2026 availability and Q1 2027 swarm capability are forward-looking.