Although the answer is not absolutely yes, in almost all conventionally designed (where elevator control is behind the main wing, not a canard) aircraft, the answer is YES, that is the reason.
If the elevator control is behind the main wing, and there is any significant size difference between the main wing and the tail surface, the overall Aerodynamic center will be behind the CG, and the aerodynamic center (the center of pressure) of the main wing (which, subsonicly, is at the 25% of MAC point), will also be behind the CG, not in front of it. Therefore, lift from the main wing will produce a nose down pitching moment, and therefore the tail must be cambered and installed with negative incidence to produce negative (downwards) lift and nose up pitch moment to counteract it.
In order to position the aerodynamic center of the main wing in front of the CG in an aircraft designed with the elevator control surface at the tail, and still have the overall aerodynamic center be behind the CG (necessary for positive static stability), without considering the relative angles of incidence, the relative ratios of the Main wing moment arm to the tail surface moment arm, and the ratio of the lift produced by he main wing to the lift produced by the tail, as depicted in the diagram in @Koyovis' answer would have to satisfy the following inequality.
- W = Lift from main (forward) wing
- T = Lift from elevator control (Tail)
- w = length of Moment arm from main wing AC to CG
- t = length of Moment arm from elevator control AC to CG
then, in order for the overall AC to be behind the CG in an aircraft designed with Main wing AC in front of CG, the following would have to be true.
t/w > W/T
i.e, the ratio of the tail control moment arm to the main wing moment arm must be greater than the ratio of Main wing Lift to Tail Lift. And it must be significantly greater, because the closer to equality these ratios are, the closer to neutral stability the aircraft is. So the inequality must be sufficiently large enough (I confess I don't know by how much that is), but it must be large enough to produce positive stability. To make it larger, you must make w smaller (move the wing AC closer to the CG), or t bigger (move the tail further back), or make the relative sizes of the wing and tail surface more equal (make the tail bigger and the wing smaller). These configurations are possible, and aircraft have been designed like this, but it is the exception, not the most common aircraft design.