Initially this aircraft was powered by three engines mounted inside the hull driving three pusher propellers via gearboxes and shafts.

Although resembling the Rs.I, there was little in common with the Rs.II, which had a much broader, shorter hull, low aspect ratio upper wing and open lattice tail unit.

[1] The Rs.II, (Navy serial no 1433), as launched in 1916, consisted of a sesquiplane flying boat with a short but very broad fuselage and a tail unit supported at the end of a long open lattice box framework of tubular booms cross braced with cables.

[1] The hull, constructed of steel bulkheads and stringers with Duralumin skinning on the sides and bottom, but fabric on parts of the upper decking, housed the crew in a cockpit near the nose, who were protected by a raised coaming.

Initial attempts at taking-off were unsuccessful, attributed to the very calm conditions not allowing the hull to un-stick, they also highlighted the unacceptable rudder power for manoeuvring on the water.

Two more flights were made that day and a further three flights proved the need for changes to the tail framework and tail surfaces; large diameter metal tubes replacing the upper booms and fixed fins fitted between the boom ends, as well as reducing the area of the central rudder and improving the planing surface shape.

Rudder authority was also lacking as it was found impossible to maintain straight flight with the centre and starboard engines throttled back.

[1] By June 1917 the cumbersome tail unit had been replaced by a cleaner design with a single tailplane and finely formed fins and rudders mounted at the end of each boom.

Given a qualified clean bill of health, the Rs.II was prepared for a transit flight to Norderney on the North Sea coast to carry out seaworthiness trials.

[1] Due to the recurring problems with the engines and the lack of clean high grade fuel, the Rs.II was required to carry out a practice delivery flight to ensure that the aircraft could reach its destination.