The wing loading is a compromise. The allowable wing loading range depends mainly on the size of the model, the airfoil and, the purpose of the model.

The smaller the model, the lower the maximum lift coefficient of a given airfoil and the lower the the wing loading must be for a practical landing speed.

The tighter the model has to turn, the higher the maximum lift coefficient of the airfoil and the lower the wing loading must be. Aerobats require a symmetrical airfoil for equal performance upright and inverted. Other things being equal, symmetrical airfoils will have a lower lift coefficent than mean line cambered airfoils and will require a lower wing loading for a given stall speed.

The maximum speed depends on drag minimization and thrust maximization. One of the most effective ways to minimize drag for a given thrust is to make the plane as small as possible for the powerplant. This makes the wing loading very high.

A plane that has to take off normally, land normally and go fast must compromize the wing loading to establish a balance between conflicting objectives. If you catapult the plane on launch and land it into a net, then the balance will fall to a higher wing loading. If you use flaps, the speed range can be extended on the low end for a high wing loading. Any parasitic drag coefficient reduction extends the top speed without having to resort to a higher wing loading.