Given a range of options for a similar problem, glider pilots generally opt for tugs, which suggests that complexity is within range of a general-aviation pilot class, let alone a commercially-certified one. But let's take your point as given.
Fighter aircraft are generally built for speed and have (even relative to commercial aviation) often fairly low range. The equivalent to "tugging" would be external jettisonable fuel tanks, and we have seen those in military use since at least WWII. Given the general lack of electric propulsion in military use, that seems reasonable. The other model has been JATO packs applied to both fighter and cargo aircraft (Fat Albert, a C-130 Hercules, is often fitted with these for air-show demos). Not electrical power, but an external boost assist.
For drone craft, there are deployment scenarios in which a large cargo plane drops (electrically-powered) drone swarms. I don't know the extent to which this has been deployed, but again it's similar.
If a military were to adopt tugs, I'd expect them to be applied to drone or cargo missions, either with a drone tug (similar to the cargo-plane model above, but possibly with remotely-piloted / autonomous tugs), or with some capability for lofting a battery pack that could be detached and flown back to the take-off site after contributing to initial take-off and climb. That is complicated, but might fit certain mission profiles, and for a relatively slow long-haul cargo mission might make the cut.
Worth also noting that most EV aviation concepts are for relatively modest cargoes and distances. The more viable range from 2--12 passengers for perhaps 100--200 km at low speeds. I've seen some more ambitious proposals, but they strike me as not especially viable.
Fighter aircraft are generally built for speed and have (even relative to commercial aviation) often fairly low range. The equivalent to "tugging" would be external jettisonable fuel tanks, and we have seen those in military use since at least WWII. Given the general lack of electric propulsion in military use, that seems reasonable. The other model has been JATO packs applied to both fighter and cargo aircraft (Fat Albert, a C-130 Hercules, is often fitted with these for air-show demos). Not electrical power, but an external boost assist.
For drone craft, there are deployment scenarios in which a large cargo plane drops (electrically-powered) drone swarms. I don't know the extent to which this has been deployed, but again it's similar.
If a military were to adopt tugs, I'd expect them to be applied to drone or cargo missions, either with a drone tug (similar to the cargo-plane model above, but possibly with remotely-piloted / autonomous tugs), or with some capability for lofting a battery pack that could be detached and flown back to the take-off site after contributing to initial take-off and climb. That is complicated, but might fit certain mission profiles, and for a relatively slow long-haul cargo mission might make the cut.
Worth also noting that most EV aviation concepts are for relatively modest cargoes and distances. The more viable range from 2--12 passengers for perhaps 100--200 km at low speeds. I've seen some more ambitious proposals, but they strike me as not especially viable.