Knowing nitro and glow engines, I say go glow. You will learn more of the important stuff. Get a high wing type with a decent .40 to .46 engine. You need 4 channels minimum. 4 servos a must and 5 is better however I have instructed off and on for over 45 years. That included no-buddy-box time frame.
Electric is just not my style. An airplane with no noise is judt not my thing.

Don't go for the engine that is the "sooo powerful" bs. A beginner, even one that knows nitro, will discover a new world when he goes airplane flying. Different world.
The TOWER ARF Trainer is my choice. WHY?
1. The Twr Tnr is an excellent choice. The lookalike from Great "PAINS" has far too much dihedral. Too much wallow! Thus the Tower machine. GP is the mother store, Tower is the offspring.
2, It is a stable flier but capable of good aerobatics and can be used for years as a stable Fun Fly entrant, retrain if laid off for a time and practice landings like making a take-off, pull up into a tight 1/2 loop, throttle back and make a half-loop down to touchdown in same spot of take-off. Fun!
3. Any decent .40-45 will do well with this machine. It's fixable after serious crash damage, BTDT in Fun Flys, and some newbies that freeze up on a perfectly nice approach but at touchdown or close, they lose it big time and dive into the ground. The newbie has trouble associating BACK stick with the airplane going UP. They think for airplane to go UP then move the stick UP toward the top of the trans.. Not a good thing as they are rounding out. [:@] My draw ain't that fast anymore!
4. The Tower tner. is heavy enough to make good landings, yet light enough to make good landings.

5.For Training do NOT get talked into a Nextstar, a P-51, or a Piper Cub.

6. Also with a high wing Tner of roughly about 5#, Use a decent prop to fit the AIRPLANE coupled with the engine. DO NOT select a 10-6 but an 11-4 or 5. You get extra thrust/acceleration for take-off and slow-down drag for landing. A 10-6 will work but it makes landings more difficult due to additional accelerated airflow over the wing/stab and added airspeed when on final approach. So many of the current newbies associate a prop size with engine. In reality the association should be between weight and wingloading, and what the airplane is to be used for. Ever notice that how a multi engine 1:1 scale never goes to idle until just after touchdown?

So, wiwt, lots to do differently, however you can operate an engine which puts you well wbove thos that have not. You may well need a couple trips around the field.
Once you get the aerodynamics down then go play with your ohms, watts, and such!

Edited to add: agear reminded me of something: On a car, you initiate a turn and hold the wheel into a turn in the selected direction until about pointed in said direction.
In an airplane you roll into a BANK angle. Stick comes back to neutral or about. Nose falls/or airplane starts descending so you need to bring stick back to some nose-up, because the lift vector is no longer straight up. The lift holding the machine is now a factor, of the triangle. In addition there is a lift vector pulling the machine into the turn. When you roll out of the bank then the original is back to holding. That is why those sticks get a lot of use. Pressures rather than long movements are the key.
3D well that is a whole nother game. I am not licensed there.