Sean C. said it correctly that the "arm" between the rudder and the center of gravity is quite long. I always go back to the simple weight and balance formula of Weight * Arm = Moment to explain something like this.

The wind has a force that is applied mostly to the rudder because of it large vertical area. The definition of weight is mass * gravity or Mass * Acceleration towards the Earth (it's a force).

Thus the force of the wind multiplied by the arm between that force and the center of gravity will equal a moment. That "moment" has to be counteracted somehow on the ground. The easiest way is to cause the tailwheel to firmly grab the ground. This frictional force may be enough to counteract the "moment" of the wind. The pilot can help the tailwheel by positioning the elevator in such a way that as the wind moves over the elevator, it will cause a force to be placed on the tailwheel.

After many calculations, scientists have figured out that if the wind is coming towards the nose of the airplane the controls are to be positioned "elevator up and ailerons into the wind". If the wind is coming from behind the aircraft, the controls are "elevator down, aileron away from the wind".

Both of these will keep a positive force on the tailwheel and ensure the wing isn't "picked up" by the force of the wind.

A tricycle gear airplanes in effect has a negative moment counteracting the "moment" of the wind. In the same thought process, if the wind provides a positive moment, anything on the opposite side of the CG will be a negative moment. The nosewheel, with its frictional value, is opposing the wind. If you are on an ice-laden ramp, it will become more important to position the controls properly.

During takeoffs and landings, a tailwheel airplane may yaw sharply to the left due to the left turning tendencies of a propeller driven airplane. Most likely instinctual now, but whenever most pilots take off, they apply right rudder to keep the nose straight. This is due to four left turning tendencies; P-Factor, Spiraling Slipstream, Torque Effect and Gyroscopic Precession.

In a conventional gear airplane, the propeller has to change it's "plane of rotation" as the tailwheel lifts off the ground. At this moment, gyroscopic precession is at it greatest and the airplane will yaw sharply to the left. Right rudder is needed to counteract the yawing motion. On landing, gyroscopic precession is minimal with reduced power but is still present. It is on a balked landing that the pilot will need to keep a watchful eye.