Writing books often exhort you to “write a shitty first draft,” but I always resisted this advice. After all,
- I was already writing shitty drafts, even when I tried to write good ones. Why go out of my way to make them shittier?
- A shitty first draft just kicks the can down the road, doesn’t it? Sooner or later, I’d have to write a good draft—why put it off?
- If I wrote without judging what I wrote, how would I make any creative choices at all?
- That first draft inevitably obscured my original vision, so I wanted it to be at least slightly good.
- Writing something shitty meant I was shitty.
So for years, I kept writing careful, cramped, painstaking first drafts—when I managed to write at all. At last, writing became so joyless, so draining, so agonizing for me that I got desperate: I either needed to quit writing altogether or give the shitty-first-draft thing a try.
Turns out everything I believed about drafting was wrong.
For the last six months, I’ve written all my first drafts in full-on don’t-give-a-fuck mode. Here’s what I’ve learned so far:
“Shitty first draft” is a misnomer
A rough draft isn’t just a shitty story, any more than a painter’s preparatory sketch is just a shitty painting. Like a sketch, a draft is its own kind of thing: not a lesser version of the finished story, but a guide for making the finished story.
Once I started thinking of my rough drafts as preparatory sketches, I stopped fretting over how “bad” they were. Is a sketch “bad”? And actually, a rough draft can be beautiful the same way a sketch is beautiful: it has its own messy energy.
Don’t try to do everything at once
People who make complex things need to solve one kind of problem before they can solve others. A painter might need to work out where the big shapes go before they can paint the details. A writer might need to decide what two people are saying to each other before they can describe the light in the room or what those people are doing with their hands.
I’d always embraced this principle up to a point. In the early stages, I’d speculate and daydream and make messy notes. But that freedom would end as soon as I started drafting. When you write a scene, I thought, you have to start with the first word and write the rest in order. Then it dawned on me: nobody would ever see this! I could write the dialogue first and the action later; or the action first and the dialogue later; or some dialogue and action first and then interior monologue later; or I could write the whole thing like I was explaining the plot to my friend over the phone. The draft was just one very long, very detailed note to myself. Not a story, but a preparatory sketch for a story. Why not do it in whatever weird order made sense to me?
Get all your thoughts onto the page
Here’s how I used to write: I’d sit there staring at the screen and I’d think of something—then judge it, reject it, and reach for something else, which I’d most likely reject as well—all without ever fully knowing what those things were. And once you start rejecting thoughts, it’s hard to stop. If you don’t write down the first one, or the second, or the third, eventually your thought-generating mechanism jams up. You become convinced you have no thoughts at all.
When I compare my old drafts with my new ones, the old ones look coherent enough. They’re presentable as stories. But they suck as drafts, because I can’t see myself thinking in them. I have no idea what I wanted that story to be. These drafts are opaque and airless, inscrutable even to me, because a good 90% of what I was thinking while I wrote them never made it onto the page.
These days, most of my thoughts go onto the page, in one form or another. I don’t waste time figuring out how to say something, I just ask, “what are you trying to say here?” and write that down. Because this isn’t a story, it’s a plan for a story, so I just need the words to be clear, not beautiful. The drafts I write now are full of placeholders and weird meta notes, but when I read them, I can see where my mind is going. I can see what I’m trying to do. Consequently, I no longer feel like my drafts obscure my original vision. In fact, their whole purpose is to describe that vision.
Drafts are memos to future-you
To draft effectively, you need a personal drafting style or “language” to communicate with your future self (who is, of course, the author of your second draft). This language needs to record your ideas quickly so it can keep up with the pace of your imagination, but it needs to do so in a form that will make sense to you later. That’s why everyone’s drafts look different: your drafting style has to fit the way your mind works.
I’m still working mine out. Honestly, it might take a while. But recently, I started writing in fragments. That’s just how my mind works: I get pieces of sentences before I understand how to fit them together. Wrestling with syntax was slowing me down, so now I just generate the pieces and save their logical relationships for later. Drafting effectively means learning these things about yourself. And to do that, you can’t get all judgmental. You can’t fret over how you should be writing, you just gotta get it done.
Messy drafts are easier to revise
I find that drafting quickly and messily keeps the story from prematurely “hardening” into a mute, opaque object I’m afraid to change. I no longer do that thing, for instance, where I endlessly polish the first few paragraphs of a draft without moving on. Because how do you polish a bunch of fragments taped together with dashes? A draft that looks patently “unfinished” stays malleable, makes me want to dig my hands in and move stuff around.
You already have ideas
Sitting down to write a story, I used to feel this awful responsibility to create something good. Now I treat drafting simply as documenting ideas I already have—not as creation at all, but as observation and description. I don’t wait around for good words or good ideas. I just skim off whatever’s floating on the surface and write it down. It’s that which allows other, potentially better ideas to surface.
As a younger writer, my misery and frustration perpetuated themselves: suppressing so many thoughts made my writing cramped and inhibited, which convinced me I had no ideas, which made me even more afraid to write lest I discover how empty inside I really was. That was my fear, I guess: if I looked squarely at my innocent, unvetted, unvarnished ideas, I’d see how bad they truly were, and then I’d have to—what, pack up and go home? Never write again? I don’t know. But when I stopped rejecting ideas and started dumping them onto the page, the worst didn’t happen. In fact, it was a huge relief.
Next post: the practice of shitty first drafts
Day: July 14, 2017
An SR-71 Blackbird once flew from LA to Washington DC in 64 minutes. Average speed of the flight: 2145mph.
“There were a lot of things we couldn’t do in an SR-71, but we were the fastest guys on the block and loved reminding our fellow aviators of this fact. People often asked us if, because of this fact, it was fun to fly the jet. Fun would not be the first word I would use to describe flying this plane. Intense, maybe. Even cerebral. But there was one day in our Sled experience when we would have to say that it was pure fun to be the fastest guys out there, at least for a moment.
It occurred when Walt and I were flying our final training sortie. We needed 100 hours in the jet to complete our training and attain Mission Ready status. Somewhere over Colorado we had passed the century mark. We had made the turn in Arizona and the jet was performing flawlessly. My gauges were wired in the front seat and we were starting to feel pretty good about ourselves, not only because we would soon be flying real missions but because we had gained a great deal of confidence in the plane in the past ten months. Ripping across the barren deserts 80,000 feet below us, I could already see the coast of California from the Arizona border. I was, finally, after many humbling months of simulators and study, ahead of the jet.
I was beginning to feel a bit sorry for Walter in the back seat. There he was, with no really good view of the incredible sights before us, tasked with monitoring four different radios. This was good practice for him for when we began flying real missions, when a priority transmission from headquarters could be vital. It had been difficult, too, for me to relinquish control of the radios, as during my entire flying career I had controlled my own transmissions. But it was part of the division of duties in this plane and I had adjusted to it. I still insisted on talking on the radio while we were on the ground, however. Walt was so good at many things, but he couldn’t match my expertise at sounding smooth on the radios, a skill that had been honed sharply with years in fighter squadrons where the slightest radio miscue was grounds for beheading. He understood that and allowed me that luxury.
Just to get a sense of what Walt had to contend with, I pulled the radio toggle switches and monitored the frequencies along with him. The predominant radio chatter was from Los Angeles Center, far below us, controlling daily traffic in their sector. While they had us on their scope (albeit briefly), we were in uncontrolled airspace and normally would not talk to them unless we needed to descend into their airspace.
We listened as the shaky voice of a lone Cessna pilot asked Center for a readout of his ground speed. Center replied: “November Charlie 175, I’m showing you at ninety knots on the ground.”
Now the thing to understand about Center controllers, was that whether they were talking to a rookie pilot in a Cessna, or to Air Force One, they always spoke in the exact same, calm, deep, professional, tone that made one feel important. I referred to it as the “ Houston Center voice.” I have always felt that after years of seeing documentaries on this country’s space program and listening to the calm and distinct voice of the Houston controllers, that all other controllers since then wanted to sound like that, and that they basically did. And it didn’t matter what sector of the country we would be flying in, it always seemed like the same guy was talking. Over the years that tone of voice had become somewhat of a comforting sound to pilots everywhere. Conversely, over the years, pilots always wanted to ensure that, when transmitting, they sounded like Chuck Yeager, or at least like John Wayne. Better to die than sound bad on the radios.
Just moments after the Cessna’s inquiry, a Twin Beech piped up on frequency, in a rather superior tone, asking for his ground speed. “I have you at one hundred and twenty-five knots of ground speed.” Boy, I thought, the Beechcraft really must think he is dazzling his Cessna brethren. Then out of the blue, a navy F-18 pilot out of NAS Lemoore came up on frequency. You knew right away it was a Navy jock because he sounded very cool on the radios. “Center, Dusty 52 ground speed check”. Before Center could reply, I’m thinking to myself, hey, Dusty 52 has a ground speed indicator in that million-dollar cockpit, so why is he asking Center for a readout? Then I got it, ol’ Dusty here is making sure that every bug smasher from Mount Whitney to the Mojave knows what true speed is. He’s the fastest dude in the valley today, and he just wants everyone to know how much fun he is having in his new Hornet. And the reply, always with that same, calm, voice, with more distinct alliteration than emotion: “Dusty 52, Center, we have you at 620 on the ground.”
And I thought to myself, is this a ripe situation, or what? As my hand instinctively reached for the mic button, I had to remind myself that Walt was in control of the radios. Still, I thought, it must be done – in mere seconds we’ll be out of the sector and the opportunity will be lost. That Hornet must die, and die now. I thought about all of our Sim training and how important it was that we developed well as a crew and knew that to jump in on the radios now would destroy the integrity of all that we had worked toward becoming. I was torn.
Somewhere, 13 miles above Arizona, there was a pilot screaming inside his space helmet. Then, I heard it. The click of the mic button from the back seat. That was the very moment that I knew Walter and I had become a crew. Very professionally, and with no emotion, Walter spoke: “Los Angeles Center, Aspen 20, can you give us a ground speed check?” There was no hesitation, and the replay came as if was an everyday request. “Aspen 20, I show you at one thousand eight hundred and forty-two knots, across the ground.”
I think it was the forty-two knots that I liked the best, so accurate and proud was Center to deliver that information without hesitation, and you just knew he was smiling. But the precise point at which I knew that Walt and I were going to be really good friends for a long time was when he keyed the mic once again to say, in his most fighter-pilot-like voice: “Ah, Center, much thanks, we’re showing closer to nineteen hundred on the money.”
For a moment Walter was a god. And we finally heard a little crack in the armor of the Houston Center voice, when L.A. came back with, “Roger that Aspen, Your equipment is probably more accurate than ours. You boys have a good one.”
It all had lasted for just moments, but in that short, memorable sprint across the southwest, the Navy had been flamed, all mortal airplanes on freq were forced to bow before the King of Speed, and more importantly, Walter and I had crossed the threshold of being a crew. A fine day’s work.
We never heard another transmission on that frequency all the way to the coast.”
-Brian Schul, Sled Driver: Flying The World’s Fastest Jet
Always reblog passive-aggressive Blackbird speed check
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