However, do not shove the throttle to the fire wall to recover from the stall on very high powered types - the Spitfire might be one of them
The Spitfire pilot notes of the very high power models have such a warning for stall recovery, also full power couldn't be used on take off as it suffered undue tyre scrubbing and could actually roll the tyres off the rims if overly enthusiastic. Going to the contra rotating prop solved both issues.
That's very true, but it doesn't help us understand why a 120HP R22 needs an active anti-torque device that requires a gearbox, driveshaft and blades with pitch control, but a high performance aircraft like a 1700HP Spitfire, with way more engine torque than the R22, doesn't.
It's the direction in which the torque is applied, in the case of helicopters the torque is about a vertical shaft, hence all single rotor helicopters require a tail rotor to counteract main rotor torque, the tail rotor also provides a means of directional control for the pilot by altering the thrust (pitch change controlled by pilots pedals). In a single engine fixed wing the torque is applied about the fore/aft axis ie wanting to roll the aircraft. The rolling moment is generally controlled by ailerons, though some old aircraft used different angles of incidence on each wing.