explain airjet circuit function?

ole brad here, still tryin' to make that damn 34PICT run right in the
midrange. done all the tricks told, still no better. got answers
about using 30 pict and stand ready to jump in that
direction...but...just can't give up. guess i should say "new mex.
1600 DP, svda, all stock, and yes, i have verified ad-nauseum there
is no other reason but the carb. today i did an experiment--took
airjet out (it was a size 80), put in the one from my 30pict (which
was a 125). left idle jet alone (55), left mainjet alone (122.5).
i figured a big jump (besides being the only choice i had) would
bring results, and, by golly! so it did--engine acted the same, just
much WORSE. my primary (bad)symptom is, remember, poor acceleration
from say 1500 to 2600. like, at 50 mph in 4th gear, if you stomp it,
car falls on its face, backoff to steady throttle, runs clean as a
whistle. I still say it's lean in the midrange! It does NOT
stumble, cough (like it's rich) when you back off the throttle.
Runs like an animal when it gets fully up on the mainjet. idles
like a dream. So, back to my experiment with the airjet. Since it's
called an airjet, and since it sticks up in the throttle bore open
to atmosphere, i take it that it sucks in air at desired rates. so,
too much air means not enough fuel, correct? is this why, by adding
lots more air with huge-er sized jet, car ran EVEN LEANER? if so,
then i'd need to step DOWN in size on the airjet to richen the
midrange? i imagine there is a relationship between air and main
jets in that only so many steps can be taken on one circuit before a
compensating step must be taken on the other? i'd love to here what
kinds of ranges have been tried by anyone on this carb, or what
theirs is. This same airjet i tried (the 125) was coupled with a
127.5 main out of the 30pict, and ran my old 1500 SP fantastic.