Are takeoff G-forces actually higher than braking G-forces at landing? I think they're probably comparable given the speeds and runway lengths are similar, so you would just be swapping the seatbelt discomfort from the end of the flight to the beginning. You could also probably make the seats pivot slightly to counteract the plane's angle of attack causing discomfort.

Braking is higher G but consider that the descent and landing aren't really nose-down situations and the braking part itself takes seconds. When taking off you have nose up for quite some time throughout the climb. Sitting backwards would make it pretty uncomfortable unless the seats are somehow redesigned (they'd have to be anyway to handle the different stresses).

I'm not an expert on this issue in any way, but my instinct is that there would be more acceleration during take-off. When landing, the plane has already decelerated to just above the minimum speed to maintain lift (nearly stalling), and doesn't have to come to a complete stop on the straight part of the runway before turning off to wherever it's going to de-board. Conversely, during take-off the plane goes from zero to hopefully well above the speed to generate lift.

Also, the plane tilts by up to 20 degrees.

My instinct was the opposite. I happened to be on an A321 this AM so measured it with my phone.

Acceleration was about 0.4 g with peak of 0.5 g. Second stage climb (5-10K) was 0.2g nose up. Rest of climb was 0.1g. Decel was 0.3-0.4 g also with a peak at 0.5 g.

On the big engine Lears, I’m quite sure the accel is higher than braking plus reversers. Airliners might also have higher accel rates on shorter runways as they often do power limited takeoffs on long runways in the interest of maintenance economy.

Related, we had a hold for weather at the destination, so I checked the pitch of the plane in the hold. It was 0.1 g nose up, which was quite noticeable when walking up the aisle to the restroom.