Unted Airbus T/O Flaps
 

Quick question, I heard that UAL on its airbus' always use config 2 for takeoff. Is this the case? If not, how do they determine the T/O flap configuration? Sidenote, I am not a pilot, just an enthusiast

I doubt it.

I know Pan-Am and Eastern used to use always Flap 8 on the A300B4 even though the performance could be improved using Flap 0.
I think it was a case of KISS, and that may be the case here.

Up until about 5 years ago my airline always used flaps 2 for TO on our 320/321 and 330s. We thought the world would end if we went 1+F. It was partly due to us having paper manuals so it kept the books smaller for all of our destinations. The more important reason is that flaps 2 gave us a bigger margin above VMU on rotation. We still have an issue on our heavy aircraft that are significantly over mlw at take off as a check of the VMU for 1+F would show either a very small margin or none at all. The performance engineers generally disagree but its black and white in the books. The simple solution on the day is to just go for a flaps 2 take off. As a result of the above some of the salty dogs will always go flaps 2 regardless of what the books say as they will always have a greater safety margin from VMU.