I agree that with a cambered airfoil there is usually a downward pitching moment for the wing in isolation about the aerodynamic center (AC) of the wing. However, to determine whether a tail is lifting up or down, you have to do the force and moment balance about the CG of the aircraft so that you can take the weight of the aircraft out of the equation (it is of course still implicitly in the equation since the amount of lift required from the aircraft depends on the weight). The amount the tail needs to lift and whether that lift is up or down, is going to depend on the angle of attack, the size and location of the tail, pitching moment of the tail airfoil, etc. Many aircraft, even ones with a lot of camber on the wing, can have the tail lift down at cruise or high speed, while the tail lifts up at higher angles of attack. You also have to consider that although the CG is ahead of the aircrafts NP for positive stability, it can still be (and often is) behind the wings own AC. If you now resolve the forces and moments about the CG, you can see how the lift of the wing, which causes a nose-up pitching moment about the CG, may cancel out or be more than the constant downward pitching moment about the wings AC.

As an example, have a look at OHS (outboard horizontal stabilizer) designs, which I have seen papers on at a few more recent AIAA conferences. These aircraft have the tail in the upwash behind and outboard of the wing, but since they are still behind the wing the longitudinal stability works the same way as for a conventional aircraft. These designs rely on the tail ALWAYS lifting up, since that is required to gain the low induced drag advantage of the OHS configuration. That is usually achieved despite the aircraft having a large positive static margin and a conventional main wing airfoil with a negative pitching moment (again refering to the wing or airfoil AC of course). To design it that way all you need to do is to adjust the size and relative location of the tail. You can achieve the same effect with a conventional design if the tail is sized correctly and placed at the right location. It generally requires a configuration that places the NP as far as possible behind the wings AC, so that a positive static margin still places the CG relatively far behind the wings AC.