Air carrier Captain reported receiving ADS-B FAULT messages and no GPS signal on the aircraft and was later informed by ATC upon inquiry that GPS jamming was occurring in the area. The GPS signal later returned with no navigation degradation throughout the GPS disruption.

Narrative

West of EWM and south of White Sands missile range we received and ADS-B 1 and 2 OUT FAULT. We accomplished the non-normal methodology and noticed that there were no ECAM actions nor QRH procedures for the fault. During the same time other aircraft asked if there was GPS jamming occurring in the area. My FO called up the GPS Status page and it read that we had no signal. We then checked the Inertial Navigation System (INS) status and it was still good. This led us to the GPS interference checklist which we referenced and did not apply because we were not seeing any of the malfunctions referenced in the checklist. We received the FAULT two more times. Each time the interference was for only a few minutes. After each the GPS came back with no issues. After the last time everything recovered with no degradation in the navigation noted throughout the disruption. During follow-up the ECAM supplemental only stated for crew awareness. Additionally; I referenced the AOM and found the non-normal procedure. We notified ATC and they eventually confirmed the jamming. Additionally; we sent an ACARS to Dispatch with location of disruption.We never saw any NOTAMs or were we notified by ATC of jamming. ATC seemed unaware when quarried. Being previous military; I understand the need for unpredictability when testing capabilities; so I am not sure if there could be mitigation other than letting us know through traditional FAA channels. Additionally; the QRH did not initially lead us to the GPS interference checklist. For instance; maybe a reference to possible GPS interference when receiving one of the many anomalies associated with interference. However; the recent message and the AOM were very helpful once we referenced it.