I elected to install a factory two light set up in each wing. If you use LED bulbs there is a weight savings that almost pays for the extra fixture. Done like this you can have one in each wing pointed in a 'taxi' plane, and one pointed in a landing plane. Anyone who has ever actually landed a cub on big tires / gear much on a moonless light or unlit strip can attest to the fact that a single plane of light will not work well for the entire landing / flare sequence. It willl be a compromise at best.
Also in todays day and age of LED popularity, many people get caught up in Lumens. Lumens are a great measure of power for those looking for light to be seen with. Candlepower is a far more meaningful measure for those who want to see what is up ahead.
Oversimplified, Lumens is the total amount of light your fixture is putting out. While Candlepower is the light measured at a given spot. And to expand on that, a bulb of higher Candlepower will provide more 'reach out there' every time. A bulb of higher Lumens may, but in my experience rarely does, unless the reflector is specifically designed to do so. Working under high power lights all night long and having the ability to test as much as possible, I have yet to find a PAR46 or PAR64 (these are much larger than cub sized lights) LED that comes even remotely close to old Quart bulb. Ya, sure. Sit them on the ground and any of the quality LED bulbs appear to be brighter than the incandescents, and lumen wise they are in fact. Run the go-go meter up to 150 MPH, and they turn in to candles at best, and the old Q bulbs begin to really shine. Pardon the puns :lol:
I'm sure plenty of LED fans will not agree with any of that.... and I'm OK with that. As with anything aircraft wise, you will always be better off selecting per your mission, and currently the certified aviation world has a hole in the market for 'reach out there' LED lighting in the sizes I mentioned above. Experimental wise? I imagine there are endless possibilities to try.
Take care, Rob