A B747 FLC REALIZED AN INCORRECT FLAP SETTING AFTER THE BEFORE TKOF CHKLIST WAS RUN ON TAXI OUT OF JFK.

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CREW OF 3 (CAPT; FO; FE) ON A CARGO FLT FROM JFK TO ATLANTA AND THEN ON TO ANC. (LCL TIME XA30.) INITIAL DEP HAD BEEN DELAYED ABOUT 2 HRS DUE TO THE LATE ARR OF ACFT TO JFK. THIS WAS THE FIRST FLT FOR FO AFTER COMPLETING IOE 2 WKS EARLIER. THE CAPT AND FE HAD FLOWN A TRIP TOGETHER THE WK PRIOR. AFTER ENG STARTS AND TAXI CLRNC RECEIVED; CAPT CALLED FOR 'FLAPS 10 DEGS.' FO MOVED THE FLAP HANDLE AND CALLED 'FLAPS 10 DEGS.' WHILE TAXIING TO HOLD SHORT; TAXI CHKLIST WAS ACCOMPLISHED. AT THE CHKLIST STEP FOR 'FLAPS AND RWY' (FOR WHICH THE CAPT HAS NO RESPONSE); I HAPPENED TO GLANCE AT THE ARPT DIAGRAM TO CHK ON A TAXI ROUTING INSTRUCTION WHICH WE HAD JUST RECEIVED. AT 'FLAPS AND RWY' ON THE CHKLIST; THE FO CALLED OUT '10; 10; GREEN LIGHT FOR RWY 22R' (INDICATING THAT THE INBOARD AND OUTBOARD FLAP INDICATORS ACTUALLY SHOW FLAPS AT 10 DEGS AND THE FLAP POS LIGHT IS GREEN). THE FE THEN CALLED OUT '10; 10; 8 GREEN LIGHTS FOR RWY 22R;' WHICH ACKNOWLEDGED HIS CONFIRMATION OF FLAP POS. THROUGH IT ALL; THE FLAPS WERE AT 5 DEGS. WE COMPLETED THE REST OF THE CHKLIST. AS WE APCHED THE HOLD SHORT; THE FE NOTICED THE FLAPS WERE SET AT 10 DEGS AND THE CHKLIST REVIEWED. FACTORS AT WORK WERE; IN MY OPINION; 1) FATIGUE. I SUSPECT BOTH FE AND FO WERE NOT AS WELL RESTED AS THEY WOULD BE IF THE TKOF WERE SCHEDULED AT A MORE 'NORMAL' TIME OF THE DAY. 2) INEXPERIENCE. WHILE I HAD INSTRUCTED THE FO TO TAKE AS MUCH TIME AS HE NEEDED TO DO HIS JOB; I SUSPECT HE RUSHED THROUGH SOME OF HIS DUTIES; WHICH LED TO HIS MIS-SETTING THE FLAPS.