Do you mean "spiraling slipstream," as in the effect of the airflow from the propeller?
In flight, there's really no difference between a conventional gear airplane (tailwheel) and one with a nosegear.
On the ground, whether the tailwheel is touching the ground or in the air, airflow from the propeller affects the airplane, but it affects airplanes with a nosewheel, too.
When a takeoff is started, with a typical clockwise propeller rotation (as seen from the cockpit), right rudder is required. This is true of conventional gear and nosewheel equipped aircraft. Rudder effectiveness is low at slow speeds, but is improved by application of prop wash, or propeller slipstream.
There are three forces to which textbooks often reference rudder use on takeoff or in flight; spiraling slipstream, torque, and asymmetric thrust, which is somewhat of a misleading term in a single engine airplane, but also not incorrect.
With all three wheels on the ground in a conventional gear airplane, it behaves much like a nosewheel airplane does when the nosewheel is on the ground. With the tailwheel in the air and the mains on the ground, the airplane behaves much like a nosewheel airplane when the nosewheel is in the air. Not a lot of difference.
A nosewheel tends to be a bit more forgiving under certain conditions, but a tailwheel equipped airplane isn't really any more difficult to fly. The forces of flight affect each airplane the same. There is a brief period of time when the rudder loses effectiveness as one slows that the airplane may be a bit more vulnerable to mishandling or gusts, but the rudder can be quickly energized with propeller-induced airflow, and if the airplane has differential brakes, they aid in directional control until the tailwheel reaches the ground.
The big difference is that in a nosewheel airplane, generally the nose will stay on the ground until positively raised, whereas the tailwheel airplane will typically fly the tail with adequate airflow (propeller slipstream, gusts, etc) unless it's held down.