I’m not a pilot, but I would like to become one, I am not a filtration expert, but I used to change filters for them. So, with that understood I may be able to elucidate some general ideas about large filter operations that may be applicable to aircraft engines.
This applies only to mechanical filtration, chemical filtration using media beds or ion exchanger, and centrifugal filters think Dysons, old Alfa Romeos and some large diesels work very differently.
Generally, a well-designed mechanical fluid filter will remove more and smaller particulates the longer they are in service, this is called ripening or conditioning the filter. In some applications filters are ganged in groups and the group that is in-service the longest is the final, or polishing filter. The reason being this filter has caught the most particulate and it is currently capable of removing the most and smallest particulates in the working fluid. This also allows the filters further up the chain to ripen into effectiveness.
As a filter ages or ripens in-service the pressure required to move the fluid thru the filter increases, at some point this pressure can over-come whatever is causing the system circulation, alternatively the media of the filter can physically tear failing the filter. For this reason, filters are changed. I would suspect both of these would be bad in an aircraft engine, but bypasses may allow the engine to continue to be lubricated and cooled, and if they open before the media tears, I would suspect very little damage to the engine. (I'm not a pilot, and the only air-cooled engine I maintain runs a lawnmower).
In large filtration operations each filter or gang of filters is fitted with pressure gauges on either side of the filter, the delta between the gauges is used as a proxy to how much life is left on the filter, and how loaded with particulates (dirty) the filter is. When those gauges display a predetermined delta, the filter is changed.
So, it may be that you are costing yourself more in filters and unnecessarily fouling engines by changing the filter at every oil change. I would suspect putting pressure gauges on either side of the filter could generate some useful data as to when a filter should be changed.
Please understand this is a very simplified version. There are some points such as, particulates that are mechanically held by a filter chemically polluting the working fluid that might also come into play here. Also if the filter is not correctly designed it may not become more effective at removing particulates over time (ball bearings caught in a colander won’t keep silt out of your drink).